Vehicle driving mode control method, electronic equipment and vehicle

Abstract

The embodiment of the invention provides a vehicle driving mode control method, electronic equipment and a vehicle, which can be applied to the field of control of hybrid vehicles, and the method comprises the following steps: acquiring navigation information of a target path; acquiring vehicle state information of the vehicle; if the vehicle has the power generation demand, according to the vehicle state information and the navigation information, a target parallel-series vehicle speed corresponding to the scene where the vehicle is located currently is determined, and the target parallel-series vehicle speed is used for triggering a driving mode of the vehicle to be switched between a series mode and a parallel mode. The method can improve the performance of the vehicle and improve the user experience.

Description

Technical Field

[0001] This application relates to vehicle control technology, and more particularly to a vehicle drive mode control method, electronic equipment, and vehicle. Background Technology

[0002] Hybrid vehicles are powered by both an engine and an electric motor, and their driving modes include pure electric mode, series mode, and parallel mode. The vehicle can switch driving modes based on vehicle speed and / or battery state of charge (SOC). For example, when the vehicle speed is below a certain threshold, the driving mode switches to series mode; when the vehicle speed is above that threshold, the driving mode switches to parallel mode. However, such switching strategies can lead to poor vehicle performance in some situations, affecting the user experience. Summary of the Invention

[0003] This application provides a vehicle drive mode control method, electronic device, and vehicle that can improve vehicle performance and enhance user experience.

[0004] This application provides the following technical solution: In a first aspect, this application provides a vehicle drive mode control method that can be applied to the control field of hybrid vehicles. The method includes: acquiring navigation information of a target path; acquiring vehicle status information; if the vehicle has a power generation requirement, determining a target and connecting a vehicle speed corresponding to the current scenario of the vehicle based on the vehicle status information and navigation information, and using the target and connecting vehicle speed to trigger the vehicle's drive mode to switch between series mode and parallel mode.

[0005] The vehicle drive mode control method provided in the first aspect of this application obtains navigation information of the target path and vehicle status information. When the vehicle requires power generation, it determines the target corresponding to the current scenario based on the vehicle status information and navigation information, and then sets the vehicle speed accordingly. In other words, when the vehicle requires power generation, the vehicle speed is adjusted and set in real time according to the scenario. Thus, the speed threshold for switching between series and parallel modes (i.e., the series and parallel speeds) matches the scenario, allowing each mode to exert its corresponding advantages in its respective scenario, thereby improving vehicle performance.

[0006] In one possible implementation, the target parallel and series vehicle speeds include a first vehicle speed and a second vehicle speed, wherein the first vehicle speed is greater than or equal to the second vehicle speed, the first vehicle speed is used to trigger the vehicle's drive mode to switch from series mode to parallel mode, and the second vehicle speed is used to trigger the vehicle's drive mode to switch from parallel mode to series mode.

[0007] In this implementation, the target parallel-serial vehicle speed includes a first vehicle speed and a second vehicle speed. That is, the target parallel-serial vehicle speed is defined as a hysteresis range. This prevents frequent switching between parallel and serial modes caused by fluctuations in vehicle speed around a threshold point, thereby improving vehicle smoothness and comfort, enhancing user experience, and extending the lifespan of vehicle-related components.

[0008] In one possible implementation, the target corresponding to the current scenario of the vehicle is determined and the vehicle speed is connected in series based on vehicle status information and navigation information, including: determining the current scenario of the vehicle based on vehicle status information and navigation information; determining the target start-stop speed corresponding to the current scenario of the vehicle based on the current scenario of the vehicle and navigation information; the target start-stop speed is used to trigger the switching of the vehicle's driving mode between pure electric mode and series mode; and determining the target and connecting the vehicle speed in series based on the current scenario of the vehicle and the target start-stop speed.

[0009] In this implementation, after determining the current scenario of the vehicle, the target start-stop speed is determined based on the target vehicle start-stop speed corresponding to that scenario. This has two advantages: First, it allows for real-time adjustment of the start-stop speed in conjunction with the scenario, ensuring that the speed threshold for switching between pure electric mode and series mode (i.e., the start-stop speed) matches the scenario, allowing both pure electric and series modes to leverage their respective advantages in their respective scenarios, further improving vehicle performance. Second, determining the target series speed based on the target start-stop speed provides a more accurate global assessment, preventing the target series speed from intersecting with the target start-stop speed. Furthermore, it facilitates the determination of a more scenario-appropriate target start-stop speed, thereby identifying a more scenario-appropriate parallel speed range to maximize the vehicle's advantages in that scenario and further enhance vehicle performance.

[0010] In one possible implementation, the target start-stop speed includes a third vehicle speed and a fourth vehicle speed, wherein the third vehicle speed is greater than or equal to the fourth vehicle speed, the third vehicle speed is less than the first vehicle speed, and the fourth vehicle speed is less than the second vehicle speed. The third vehicle speed is used to trigger the vehicle's drive mode to switch from pure electric mode to series mode, and the fourth vehicle speed is used to trigger the vehicle's drive mode to switch from series mode to pure electric mode.

[0011] In this implementation, the target start-stop speed includes the third and fourth vehicle speeds. In other words, the target start-stop speed is defined as a hysteresis range. This prevents frequent switching between series mode and pure electric mode caused by fluctuations in vehicle speed around the threshold point, thereby improving vehicle smoothness and comfort, enhancing user experience, and extending the lifespan of related vehicle components.

[0012] In one possible implementation, the target parallel speed is determined based on the current scenario of the vehicle and the target start-stop speed, including: if the current scenario of the vehicle is a first scenario, the difference between the target parallel speed and the target start-stop speed is less than or equal to a first preset difference, so as to expand the parallel speed range; the parallel speed range is the speed range corresponding to the parallel mode, and the first scenario is a scenario in which the predicted driving speed of the vehicle is higher than a first speed threshold and the power demand of the vehicle is less than or equal to a preset power threshold.

[0013] It should be noted that when the target parallel and series vehicle speed is a speed threshold and the target start-stop speed is in the hysteresis range (the target start-stop speed includes the third and fourth vehicle speeds), the difference between the target parallel and series vehicle speed and the target start-stop speed being less than or equal to the first preset difference can be understood as: the difference between the target parallel and series vehicle speed and the third vehicle speed being less than or equal to the first preset difference, and / or, the difference between the target parallel and series vehicle speed and the fourth vehicle speed being less than or equal to the first preset difference.

[0014] When the target parallel and series vehicle speed is in the hysteresis range (the target parallel and series vehicle speed includes the first vehicle speed and the second vehicle speed), and the target start-stop speed is a vehicle speed threshold, the difference between the target parallel and series vehicle speed and the target start-stop speed being less than or equal to the first preset difference can be understood as: the difference between the first vehicle speed and the target start-stop speed being less than or equal to the first preset difference, and / or, the difference between the second vehicle speed and the target start-stop speed being less than or equal to the first preset difference.

[0015] When both the target parallel-series vehicle speed and the target start-stop speed are in the hysteresis range (the target parallel-series vehicle speed includes the first vehicle speed and the second vehicle speed, and the target start-stop speed includes the third vehicle speed and the fourth vehicle speed), the difference between the target parallel-series vehicle speed and the target start-stop speed being less than or equal to the first preset difference can be understood as: the difference between the first vehicle speed and the third vehicle speed being less than or equal to the first preset difference, and / or, the difference between the second vehicle speed and the fourth vehicle speed being less than or equal to the first preset difference.

[0016] In this implementation, the first scenario is one where vehicle speed is high and power demand is low. In this scenario, the difference between the target parallel-series speed and the target start-stop speed is less than or equal to a first preset difference. In other words, the target parallel-series speed is relatively close to the target start-stop speed. This narrows the series speed range and expands the parallel speed range, making it easier for the vehicle to enter parallel mode and more difficult to exit it once in parallel mode. In short, in scenarios with high speed and low power demand, the vehicle's drive mode is more likely to remain in parallel mode, thereby improving fuel economy, maximizing vehicle performance on highways or urban expressways, and enhancing the driving experience.

[0017] In one possible implementation, in the first scenario, the road segment where the vehicle is located is classified as a highway or an urban expressway.

[0018] In this implementation, the road segment where the vehicle is located is classified as a highway or an urban expressway. In other words, the first scenario is a highway scenario or an urban expressway scenario. In these two scenarios, the vehicle should be kept in parallel mode as much as possible to improve fuel economy, maximize the vehicle's performance in the highway or urban expressway scenario, and improve the driving experience.

[0019] In one possible implementation, the difference between the target parallel vehicle speed and the target start-stop speed is less than or equal to a first preset difference, including: the difference between the first vehicle speed and the third vehicle speed is less than or equal to the first preset difference; and / or, the difference between the second vehicle speed and the fourth vehicle speed is less than or equal to the first preset difference.

[0020] In this implementation, the difference between the first and third vehicle speeds is less than or equal to a first preset difference. This means the upper limit of the hysteresis interval for parallel and series speeds is close to the upper limit of the hysteresis interval for start-stop speeds. This increases the parallel speed range during vehicle acceleration, making it easier for the vehicle to enter parallel mode during acceleration. Similarly, the difference between the second and fourth vehicle speeds is less than or equal to the first preset difference. This means the lower limit of the hysteresis interval for parallel and series speeds is close to the lower limit of the hysteresis interval for start-stop speeds. This increases the parallel speed range during vehicle deceleration, making it more difficult for the vehicle to exit parallel mode during deceleration. By increasing the parallel speed range during acceleration and / or deceleration, the vehicle's drive mode can be more easily maintained in parallel mode, thereby improving fuel economy, maximizing vehicle performance in high-speed or urban expressway scenarios, and enhancing the driving experience.

[0021] In one possible implementation, the difference between the first vehicle speed and the second vehicle speed is greater than or equal to the difference between the third vehicle speed and the second vehicle speed.

[0022] In this implementation, the difference between the first and second vehicle speeds is greater than the difference between the third and second vehicle speeds. In other words, the width of the hysteresis interval for the parallel and series vehicle speeds is greater than the width of the hysteresis interval for the start-stop speeds. This results in a larger parallel speed range, making it easier for the vehicle to maintain its driving mode in parallel mode, further improving fuel economy, preventing frequent switching between series and parallel modes, avoiding jerking sensations, and enhancing the user experience.

[0023] In one possible implementation, the target and serial vehicle speed is determined based on the current scenario of the vehicle and the target start-stop speed, including: if the current scenario of the vehicle is a second scenario, the difference between the target and serial vehicle speed and the target start-stop speed is greater than or equal to a second preset difference, so as to expand the serial vehicle speed range; the serial vehicle speed range is the vehicle speed range corresponding to the serial mode, and the second scenario is a scenario in which the predicted driving speed of the vehicle is lower than a second speed threshold and the power demand of the vehicle is less than or equal to a preset power threshold.

[0024] It should be noted that when the target parallel and series vehicle speed is a speed threshold and the target start-stop speed is in the hysteresis range (the target start-stop speed includes the third and fourth vehicle speeds), the difference between the target parallel and series vehicle speed and the target start-stop speed being greater than or equal to the second preset difference can be understood as: the difference between the target parallel and series vehicle speed and the third vehicle speed being greater than or equal to the second preset difference, and / or, the difference between the target parallel and series vehicle speed and the fourth vehicle speed being greater than or equal to the second preset difference.

[0025] When the target parallel and series vehicle speed is in the hysteresis range (the target parallel and series vehicle speed includes the first vehicle speed and the second vehicle speed), and the target start-stop speed is a vehicle speed threshold, the difference between the target parallel and series vehicle speed and the target start-stop speed being greater than or equal to the second preset difference can be understood as: the difference between the first vehicle speed and the target start-stop speed being greater than or equal to the second preset difference, and / or, the difference between the second vehicle speed and the target start-stop speed being greater than or equal to the second preset difference.

[0026] When both the target parallel-series vehicle speed and the target start-stop speed are in the hysteresis range (the target parallel-series vehicle speed includes the first vehicle speed and the second vehicle speed, and the target start-stop speed includes the third vehicle speed and the fourth vehicle speed), the difference between the target parallel-series vehicle speed and the target start-stop speed being greater than or equal to the second preset difference can be understood as: the difference between the first vehicle speed and the third vehicle speed being greater than or equal to the second preset difference, and / or, the difference between the second vehicle speed and the fourth vehicle speed being greater than or equal to the second preset difference.

[0027] In this implementation, the second scenario refers to situations with lower vehicle speeds and lower power demands. In this scenario, the difference between the target parallel-series speed and the target start-stop speed is greater than or equal to a second preset difference. In other words, the difference between the target parallel-series speed and the target start-stop speed is significant. This expands the series speed range and narrows the parallel speed range, making it more difficult for the vehicle to enter parallel mode, and easier to exit parallel mode once in use. In short, in scenarios with lower vehicle speeds and lower power demands, the vehicle's drive mode is more likely to remain in series mode. The electric motor drives the wheels, resulting in a smoother and faster response, while the engine generates electricity, making it more efficient and avoiding its inefficient, high-emission operating range. This allows the vehicle to perform optimally in urban non-expressway scenarios or low-speed congestion scenarios, improving the driving experience.

[0028] In one possible implementation, the second preset difference is greater than or equal to the first preset difference, and the second speed threshold is less than or equal to the first speed threshold.

[0029] In this implementation, the second speed threshold is less than or equal to the first speed threshold. That is, the vehicle speed in the second scenario is less than the vehicle speed in the first scenario. In the second scenario with a lower vehicle speed, the second preset difference is greater than or equal to the first preset difference, which can further expand the series vehicle speed range and narrow the parallel vehicle speed range, making it easier for the vehicle's driving mode to remain in the series mode.

[0030] In one possible implementation, in the second scenario, the road segment where the vehicle is located is classified as an urban non-expressway. In this implementation, the road segment where the vehicle is located is classified as an urban non-expressway. In other words, the second scenario is an urban non-expressway scenario. In this scenario, the vehicle should be kept in series mode as much as possible. This not only meets the power generation needs but also improves the smoothness and response speed of the vehicle and increases the power generation efficiency of the generator.

[0031] In one possible implementation, in the second scenario, the road condition of the section where the vehicle is located is congested. In this implementation, the road conditions on the section where the vehicle is located are congested. In other words, the second scenario is a low-speed congestion scenario. In this scenario, the vehicle should be kept in series mode as much as possible. This can not only meet the power generation needs, but also improve the smoothness and response speed of the vehicle and improve the power generation efficiency of the generator.

[0032] In one possible implementation, the difference between the target parallel vehicle speed and the target start-stop speed is greater than or equal to a second preset difference, including: the difference between the first vehicle speed and the third vehicle speed is greater than or equal to the second preset difference; and / or, the difference between the second vehicle speed and the fourth vehicle speed is greater than or equal to the second preset difference.

[0033] In this implementation, the difference between the first and third vehicle speeds is greater than or equal to a second preset difference. This means the upper limit of the hysteresis interval between the parallel and series speeds differs significantly from the upper limit of the hysteresis interval between the start and stop speeds. This increases the series speed range during vehicle acceleration, making it easier for the vehicle to exit series mode and enter parallel mode during acceleration. Similarly, the difference between the second and fourth vehicle speeds is also greater than or equal to the second preset difference. This means the lower limit of the hysteresis interval between the parallel and series speeds differs significantly from the lower limit of the hysteresis interval between the start and stop speeds. This increases the series speed range during vehicle deceleration, making it easier for the vehicle to exit parallel mode and re-enter series mode during deceleration after entering parallel mode. By increasing the series speed range during vehicle acceleration and / or increasing the series speed range during vehicle deceleration, it is easier to keep the vehicle's drive mode in series mode. The electric motor drives the wheels, making the vehicle smoother and more responsive. Furthermore, by generating electricity through the engine, the engine can generate electricity more efficiently, avoiding its inefficient and high-emission operating range. This allows the vehicle to perform at its best in urban non-expressway scenarios or low-speed congestion scenarios, thereby improving the driving experience.

[0034] In one possible implementation, the target parallel vehicle speed is determined based on the current scenario of the vehicle and the target start-stop speed, including: if the current scenario of the vehicle is a third scenario, the difference between the target parallel vehicle speed and the target start-stop speed is greater than or equal to a third preset difference, so as to expand the parallel vehicle speed range; the parallel vehicle speed range is the vehicle speed range corresponding to the parallel mode, and the third scenario is a scenario in which the vehicle's required power is greater than a preset power threshold.

[0035] It should be noted that when the target parallel and series vehicle speed is a speed threshold and the target start-stop speed is in the hysteresis range (the target start-stop speed includes the third and fourth vehicle speeds), the difference between the target parallel and series vehicle speed and the target start-stop speed being greater than or equal to the third preset difference can be understood as: the difference between the target parallel and series vehicle speed and the third vehicle speed being greater than or equal to the third preset difference, and / or, the difference between the target parallel and series vehicle speed and the fourth vehicle speed being greater than or equal to the third preset difference.

[0036] When the target parallel and series vehicle speed is in the hysteresis range (the target parallel and series vehicle speed includes the first vehicle speed and the second vehicle speed), and the target start-stop speed is a vehicle speed threshold, the difference between the target parallel and series vehicle speed and the target start-stop speed being greater than or equal to the third preset difference can be understood as: the difference between the first vehicle speed and the target start-stop speed being greater than or equal to the third preset difference, and / or, the difference between the second vehicle speed and the target start-stop speed being greater than or equal to the third preset difference.

[0037] When both the target parallel-series vehicle speed and the target start-stop speed are in the hysteresis range (the target parallel-series vehicle speed includes the first vehicle speed and the second vehicle speed, and the target start-stop speed includes the third vehicle speed and the fourth vehicle speed), the difference between the target parallel-series vehicle speed and the target start-stop speed being greater than or equal to the third preset difference can be understood as: the difference between the first vehicle speed and the third vehicle speed being greater than or equal to the third preset difference, and / or, the difference between the second vehicle speed and the fourth vehicle speed being greater than or equal to the third preset difference.

[0038] In this implementation, the third scenario, i.e., the scenario with high power demand, involves a difference between the target parallel-series vehicle speed and the target start-stop speed that is greater than or equal to a third preset difference. This means there is a significant gap between the target parallel-series vehicle speed and the target start-stop speed. This widens the series vehicle speed range and narrows the parallel vehicle speed range, making it more difficult for the vehicle to enter parallel mode, and easier to exit parallel mode once in use. In short, in scenarios with high power demand, the vehicle's drive mode is more likely to remain in series mode. The electric motor drives the wheels, resulting in a smoother, faster-responding ride and providing more ample reserve power. Furthermore, the engine generates electricity, making it more efficient and avoiding its inefficient, high-emission operating range. This allows the vehicle to perform optimally on mountain roads, improving the driving experience.

[0039] In one possible implementation, the third preset difference is greater than or equal to the first preset difference. In this implementation, in the third scenario where power demand is high, the third preset difference is greater than or equal to the first preset difference, which can further expand the series speed range and narrow the parallel speed range, making it easier for the vehicle's driving mode to remain in series mode.

[0040] In one possible implementation, in the third scenario, the road conditions of the section where the vehicle is located are mountain roads.

[0041] In this implementation, the road conditions of the section where the vehicle is located are mountain roads. In other words, the third scenario is a mountain road scenario. In this scenario, the vehicle should be kept in series mode as much as possible. This not only makes the vehicle smoother and responds faster, but also provides more backup power.

[0042] In one possible implementation, the difference between the target parallel vehicle speed and the target start-stop speed is greater than or equal to a third preset difference, including: the difference between the first vehicle speed and the third vehicle speed is greater than or equal to the third preset difference; and / or, the difference between the second vehicle speed and the fourth vehicle speed is greater than or equal to the third preset difference.

[0043] In this implementation, the difference between the first and third vehicle speeds is greater than or equal to a third preset difference. This means the upper limit of the hysteresis interval between the parallel and series speeds differs significantly from the upper limit of the hysteresis interval between the start-stop speed. This increases the series speed range during vehicle acceleration, making it easier for the vehicle to exit series mode and enter parallel mode during acceleration. Similarly, the difference between the second and fourth vehicle speeds is greater than or equal to the third preset difference. This means the lower limit of the hysteresis interval between the parallel and series speeds differs significantly from the lower limit of the hysteresis interval between the start-stop speed. This increases the series speed range during vehicle deceleration, making it easier for the vehicle to exit parallel mode and re-enter series mode during deceleration after entering parallel mode. By increasing the series speed range during vehicle acceleration and / or increasing the series speed range during vehicle deceleration, it is easier to keep the vehicle's drive mode in series mode. This makes the vehicle drive the wheels more smoothly and responds faster, while providing more reserve power. Furthermore, by generating electricity through the engine, the engine can generate electricity more efficiently, avoiding its inefficient and high-emission operating range. This allows the vehicle to perform at its best in mountainous road conditions and improves the driving experience.

[0044] In one possible implementation, the navigation information includes the predicted driving speed of each road segment in the target path. Based on the current scene of the vehicle and the navigation information, the target start-stop speed corresponding to the current scene of the vehicle is determined, including: determining the target start-stop speed based on the current scene of the vehicle and the predicted driving speed of the road segment in which the vehicle is currently located; wherein the target start-stop speed is positively correlated with the predicted driving speed of the road segment in which the vehicle is currently located.

[0045] In this implementation, the target start-stop speed is positively correlated with the predicted speed of the current road segment. In other words, the higher the predicted speed of the current road segment, the higher the corresponding start-stop speed for the current scenario. This prevents the vehicle's drive mode from frequently switching between pure electric mode and series mode, thus preventing frequent engine start-stops from affecting engine lifespan.

[0046] In one possible implementation, the vehicle status information includes the vehicle's current position, and the navigation information includes road condition information of the target path and predicted driving speed; based on the vehicle status information and navigation information, the current scenario of the vehicle is determined, including: determining the current scenario of the vehicle based on at least one of the vehicle's current speed, current position, road condition information, and predicted driving speed.

[0047] In one possible implementation, if the vehicle has a power generation requirement, the method further includes determining whether the vehicle has a power generation requirement based on the vehicle status information and navigation information, before connecting the vehicle speed to the target corresponding to the current scene of the vehicle.

[0048] In this implementation, it is first determined whether the vehicle needs power generation. If it does, then the vehicle's current scenario and corresponding target are determined, and the vehicle speed is then linked together. If the vehicle does not need power generation, it is not necessary to determine the vehicle's current scenario and corresponding target, and link the vehicle speed together, thus reducing unnecessary steps and simplifying the algorithm.

[0049] In one possible implementation, determining whether the vehicle has a power generation requirement based on navigation information and vehicle status information includes: determining whether the vehicle's available power is less than a first power level, where the first power level refers to the total power consumption required for the vehicle to travel on the target path in pure electric mode; if the available power is less than the first power level, then the vehicle has a power generation requirement; if the available power is greater than or equal to the first power level, then the vehicle has no power generation requirement.

[0050] In this implementation, by comparing the available power and the initial power, it is possible to easily and accurately determine whether the vehicle has a power generation requirement.

[0051] In one possible implementation, the method further includes: if the vehicle has no need for power generation, controlling the vehicle's driving mode to be pure electric mode.

[0052] When the vehicle has no need for power generation, the driving mode is controlled to be pure electric. This improves the vehicle's energy conversion efficiency, increases energy utilization, eliminates idling losses, and enhances vehicle smoothness.

[0053] Secondly, this application provides a drive mode control method that can be applied to a hybrid power terminal device. The method includes: acquiring navigation information of a target path; acquiring device status information of the terminal device; if the terminal device has a power generation requirement, determining a target parallel-series speed corresponding to the current scenario of the terminal device based on the device status information and navigation information, wherein the target parallel-series speed is used to trigger the terminal device to switch its drive mode between series mode and parallel mode.

[0054] Optionally, the terminal equipment can be a vehicle, ship, airplane, spacecraft, robot, or other equipment with a hybrid power structure; this application does not limit this.

[0055] Optionally, the target path can be a ground path, an air path, or a sea path, depending on the type of terminal equipment.

[0056] In one possible implementation, the target parallel-serial speed includes a first speed and a second speed, wherein the first speed is greater than or equal to the second speed, the first speed is used to trigger the terminal device to switch its driving mode from serial mode to parallel mode, and the second speed is used to trigger the terminal device to switch its driving mode from parallel mode to serial mode.

[0057] In one possible implementation, determining the target parallel speed corresponding to the current scenario of the terminal device based on device status information and navigation information includes: determining the current scenario of the terminal device based on the terminal device status information and navigation information; determining the target start-stop speed corresponding to the current scenario of the terminal device based on the current scenario of the terminal device and navigation information; the target start-stop speed is used to trigger the switching of the terminal device's drive mode between pure electric mode and series mode; and determining the target parallel speed based on the current scenario of the terminal device and the target start-stop speed.

[0058] In one possible implementation, the target start-stop speed includes a third speed and a fourth speed, wherein the third speed is greater than or equal to the fourth speed, the third speed is less than the first speed, and the fourth speed is less than the second speed. The third speed is used to trigger the terminal device to switch its driving mode from pure electric mode to series mode, and the fourth speed is used to trigger the terminal device to switch its driving mode from series mode to pure electric mode.

[0059] In one possible implementation, the target parallel-to-serial speed is determined based on the current scenario of the terminal device and the target start-stop speed, including: if the current scenario of the terminal device is a first scenario, the difference between the target parallel-to-serial speed and the target start-stop speed is less than or equal to a first preset difference, so as to expand the parallel speed range; the parallel speed range is the speed range corresponding to the parallel mode, and the first scenario is a scenario in which the predicted moving speed of the terminal device is higher than a first speed threshold, and the power demand of the terminal device is less than or equal to a preset power threshold.

[0060] In one possible implementation, the difference between the target parallel speed and the target start-stop speed is less than or equal to a first preset difference, including: the difference between the first speed and the third speed is less than or equal to the first preset difference; and / or, the difference between the second speed and the fourth speed is less than or equal to the first preset difference.

[0061] In one possible implementation, the difference between the first velocity and the second velocity is greater than or equal to the difference between the third velocity and the second velocity.

[0062] In one possible implementation, the target parallel-serial speed is determined based on the current scenario of the terminal device and the target start-stop speed, including: if the current scenario of the terminal device is a second scenario, the difference between the target parallel-serial speed and the target start-stop speed is greater than or equal to a second preset difference, so as to expand the serial speed range; the serial speed range is the speed range corresponding to the serial mode, and the second scenario is a scenario in which the predicted moving speed of the terminal device is lower than a second speed threshold and the power demand of the terminal device is less than or equal to a preset power threshold.

[0063] In one possible implementation, the second preset difference is greater than or equal to the first preset difference, and the second speed threshold is less than or equal to the first speed threshold.

[0064] In one possible implementation, the difference between the target parallel speed and the target start-stop speed is greater than or equal to a second preset difference, including: the difference between the first speed and the third speed is greater than or equal to the second preset difference; and / or, the difference between the second speed and the fourth speed is greater than or equal to the second preset difference.

[0065] In one possible implementation, the target parallel-to-serial speed is determined based on the current scenario of the terminal device and the target start-stop speed, including: if the current scenario of the terminal device is a third scenario, the difference between the target parallel-to-serial speed and the target start-stop speed is greater than or equal to a third preset difference, so as to expand the serial speed range; the serial speed range is the speed range corresponding to the serial mode, and the third scenario is a scenario in which the power demand of the terminal device is greater than a preset power threshold.

[0066] In one possible implementation, the third preset difference is greater than or equal to the first preset difference. In one possible implementation, the difference between the target parallel speed and the target start-stop speed is greater than or equal to a third preset difference, including: the difference between the first speed and the third speed is greater than or equal to the third preset difference; and / or, the difference between the second speed and the fourth speed is greater than or equal to the third preset difference.

[0067] In one possible implementation, the navigation information includes the predicted movement speed of each segment in the target path. Based on the current scene of the terminal device and the navigation information, the target start-stop speed corresponding to the current scene of the terminal device is determined, including: determining the target start-stop speed based on the current scene of the terminal device and the predicted movement speed of the segment in which the terminal device is currently located; wherein the target start-stop speed is positively correlated with the predicted movement speed of the segment in which the terminal device is currently located.

[0068] In one possible implementation, determining whether the terminal device has a power generation requirement based on navigation information and terminal device status information includes: determining whether the available power of the terminal device is less than a first power level, where the first power level refers to the total power consumption required for the terminal device to move along the target path in pure electric mode; if the available power level is less than the first power level, then it is determined that the terminal device has a power generation requirement; if the available power level is greater than or equal to the first power level, then it is determined that the terminal device has no power generation requirement.

[0069] In one possible implementation, the method further includes: if the terminal device has no power generation requirement, then controlling the driving mode of the terminal device to be a pure electric mode.

[0070] The implementation method and beneficial effects of the method provided in the second aspect can be found in the first aspect, and will not be repeated here.

[0071] Thirdly, this application provides an electronic device including a processor and a memory, wherein the processor is coupled to the memory, and the memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, the method described in the first or second aspect is implemented.

[0072] Fourthly, this application provides a vehicle including a processor and a memory, the processor being coupled to the memory, the memory being used to store a program; and the processor being used to execute the program in the memory, causing the vehicle to perform the methods described in the first or second aspect above.

[0073] Fifthly, this application provides a terminal device including a processor and a memory, the processor being coupled to the memory, the memory being used to store a program; the processor being used to execute the program in the memory, causing the vehicle to perform the methods described in the first or second aspect above.

[0074] Sixthly, this application provides a computer-readable storage medium storing a computer program that, when run on a computer, causes the computer to perform the methods described in the first or second aspect.

[0075] In a seventh aspect, this application provides a computer program product comprising a program that, when run on a computer, causes the computer to perform the methods described in the first or second aspect.

[0076] Eighthly, this application provides a chip system including a processor for supporting the implementation of the functions involved in the foregoing aspects, such as transmitting or processing data and / or information involved in the foregoing methods. In one possible design, the chip system further includes a memory for storing program instructions and data necessary for the terminal device or communication device. This chip system may be composed of chips or may include chips and other discrete devices.

[0077] The third to eighth aspects of this application correspond to the first aspect or multiple possible ways of the first aspect, and have corresponding beneficial effects. Attached Figure Description

[0078] Figure 1 This is a schematic diagram of the structure of a hybrid vehicle provided in an embodiment of this application; Figure 2 This is a schematic diagram of the electronic and electrical architecture of an example hybrid vehicle provided in an embodiment of this application; Figure 3This is a flowchart illustrating an example of a vehicle drive mode control method provided in an embodiment of this application; Figure 4 This is a schematic diagram illustrating the relationship between target start-stop speed and target parallel-series vehicle speed, provided in an embodiment of this application. Figure 5 This is a flowchart illustrating another vehicle drive mode control method provided in an embodiment of this application; Figure 6 This is a flowchart illustrating another example of a vehicle drive mode control method provided in this application embodiment.

[0079] Figure 7 This is a schematic diagram of the structure of an example control device provided in an embodiment of this application; Figure 8 This is a schematic diagram of another control device provided in the embodiments of this application. Detailed Implementation

[0080] The embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are merely some, and not all, of the embodiments of this application. Those skilled in the art will recognize that, with the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0081] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the description of embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of units is not necessarily limited to those units, but may include other units not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0082] In the embodiments of this application, "instruction" can include direct and indirect instructions, as well as explicit and implicit instructions. The information indicated by a certain piece of information (hereinafter referred to as instruction information) is called the information to be instructed. In specific implementation, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is an association between the other information and the information to be instructed; or it can indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction can be implemented by using a pre-agreed (e.g., protocol predefined) arrangement of various information, thereby reducing the instruction overhead to a certain extent. This application does not limit the specific method of instruction. It is understood that for the sender of the instruction information, the instruction information can be used to indicate the information to be instructed; for the receiver of the instruction information, the instruction information can be used to determine the information to be instructed.

[0083] The method provided in this application can be applied to the field of vehicle control. For example, the method provided in this application is used in the application scenario of driving mode switching of hybrid vehicles (e.g., plug-in hybrid electric vehicles (PHEVs)). Hybrid vehicles can be transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc.; the embodiments of this application do not specifically limit the type.

[0084] Figure 1 This is a schematic diagram of the structure of a hybrid vehicle provided in an embodiment of this application. The hybrid vehicle 100 may include various subsystems, such as a propulsion system 102, a sensor system 104, a control system 106, one or more peripheral devices 108, a power supply 110, a computer system 112, and a user interface 116. Optionally, the hybrid vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the hybrid vehicle 100 can be interconnected via wired or wireless means.

[0085] The mobility system 102 may include components that provide power to the hybrid vehicle 100. In one embodiment, the mobility system 102 may include an engine 118, an energy source 119, a transmission 120, and wheels / tires 121.

[0086] Engine 118 may be a hybrid engine consisting of an engine and an electric motor. Engine 118 converts energy source 119 into mechanical energy. Examples of energy source 119 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy source 119 may also provide energy to other systems of the hybrid vehicle 100. Transmission 120 transmits mechanical power from engine 118 to wheels 121. Transmission 120 may include a gearbox, a differential, and a drive shaft. In one embodiment, transmission 120 may also include other components, such as a clutch. The drive shaft may include one or more axles that can be coupled to one or more wheels 121.

[0087] Sensor system 104 may include several sensors for sensing information about the environment surrounding the hybrid vehicle 100. For example, sensor system 104 may include a positioning system 122 (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU) 124, a radar 126, a laser rangefinder 128, and a camera 130. Sensor system 104 may also include sensors monitoring the internal systems of the hybrid vehicle 100 (e.g., an in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensing data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a key function for the safe operation of the autonomous hybrid vehicle 100.

[0088] The positioning system 122 can be used to estimate the geographical location of the hybrid vehicle 100. The IMU 124 is used to sense changes in the position and orientation of the hybrid vehicle 100 based on inertial acceleration. In one embodiment, the IMU 124 can be a combination of an accelerometer and a gyroscope. The radar 126 can use radio signals to sense objects in the surrounding environment of the hybrid vehicle 100, specifically millimeter-wave radar or lidar. In some embodiments, in addition to sensing objects, the radar 126 can also be used to sense the speed and / or direction of travel of objects.

[0089] The control system 106 controls the operation of the hybrid vehicle 100 and its components. The control system 106 may include various components, including a steering system 132, a throttle 134, a braking unit 136, a computer vision system 140, a line control system 142, and an obstacle avoidance system 144.

[0090] The hybrid vehicle 100 interacts with external sensors, other vehicles, other computer systems, or users via peripheral devices 108. Peripheral devices 108 may include a wireless communication system 146, an onboard computer 148, a microphone 150, and / or a speaker 152. In some embodiments, peripheral devices 108 provide a means for users of the hybrid vehicle 100 to interact with a user interface 116.

[0091] Power source 110 can provide power to various components of hybrid vehicle 100. In one embodiment, power source 110 can be a rechargeable lithium-ion or lead-acid battery. One or more such battery packs can be configured to provide power to various components of hybrid vehicle 100. In this embodiment, the battery can serve as one of energy sources 119 to provide power to engine 118. Specifically, the battery can provide power to the electric motor in engine 118. Additionally, the engine in engine 118 can charge the battery. Optionally, an external power source can also charge the battery.

[0092] Some or all of the functions of the hybrid vehicle 100 are controlled by a computer system 112. The computer system 112 may include at least one processor 113, which executes program instructions 115 stored in a non-transitory computer-readable medium such as memory 114. The computer system 112 may also be multiple computing devices controlling individual components or subsystems of the hybrid vehicle 100 in a distributed manner. The processor 113 may include any conventional processor, such as a commercially available central processing unit (CPU). Optionally, the processor 113 may also include a dedicated device such as a GPU, NPU, TPU, ASIC, FPGA, or other hardware-based processor. Although... Figure 1 The processor, memory, and other components of computer system 112 within the same block are functionally illustrated; however, those skilled in the art will understand that the processor or memory may actually include multiple processors or memories not stored in the same physical housing. For example, memory 114 may be a hard disk drive or other storage media located in a housing different from that of computer system 112. Therefore, references to processor 113 or memory 114 will be understood to include a collection of processors or memories that may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as steering and deceleration components, may each have their own processor that performs calculations only related to the component's specific function.

[0093] In all aspects described herein, processor 113 may be located remotely from hybrid vehicle 100 and may communicate wirelessly with hybrid vehicle 100. In other aspects, some of the processes described herein are executed on processor 113 located within hybrid vehicle 100, while others are executed by remote processor 113, including taking the necessary steps to perform a single operation.

[0094] In some embodiments, memory 114 may contain instructions 115 (e.g., program logic) that can be executed by processor 113 to perform various functions of hybrid vehicle 100, including those described above. Memory 114 may also contain additional program instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the mobility system 102, sensor system 104, control system 106, and peripheral devices 108. In addition to instructions 115, memory 114 may also store data such as road maps, route information, vehicle position, direction, speed, and other such vehicle data, as well as other information. This information may be used by hybrid vehicle 100 and computer system 112 during operation of hybrid vehicle 100 in autonomous, semi-autonomous, and / or manual modes. A user interface 116 is provided to or receives information from a user of hybrid vehicle 100. Optionally, user interface 116 may include one or more input / output devices within the set of peripheral devices 108, such as wireless communication system 146, on-board computer 148, microphone 150, and speaker 152.

[0095] Computer system 112 can control the functions of hybrid vehicle 100 based on inputs received from various subsystems (e.g., driving system 102, sensor system 104, and control system 106) and from user interface 116. For example, computer system 112 can utilize inputs from control system 106 to control steering system 132 to avoid obstacles detected by sensor system 104 and obstacle avoidance system 144. In some embodiments, computer system 112 is operable to provide control over many aspects of hybrid vehicle 100 and its subsystems.

[0096] Alternatively, one or more of these components may be installed separately from or associated with the hybrid vehicle 100. For example, the memory 114 may exist partially or completely separately from the hybrid vehicle 100. The components may be communicatively coupled together in a wired and / or wireless manner.

[0097] Optionally, the components described above are merely examples. In actual applications, components in each of the above modules may be added or removed as needed. Figure 1 This should not be construed as a limitation on the embodiments of this application.

[0098] To better understand the embodiments of this application, the terms or concepts that may be involved in the embodiments are explained below.

[0099] 1. Drive modes of hybrid vehicles.

[0100] Hybrid vehicles (such as plug-in hybrid vehicles) can have driving modes including pure electric mode, series mode, and parallel mode. Pure electric mode is also known as Electric Vehicle (EV) mode. Series mode is also known as Hybrid Electric Vehicle (HEV) mode or range-extended mode.

[0101] In pure electric mode, the vehicle is fully powered by the battery, with the electric motor driving the wheels and the engine completely shut down. Generally, vehicles use pure electric mode when operating at low speeds in urban areas and when the battery has a sufficient charge.

[0102] In both series and parallel modes, the engine is operational and can charge the battery. Specifically: In series mode, although the engine operates, the clutch in the transmission is not engaged with the wheels, so the engine does not drive the wheels but only acts as a generator to charge the battery. The wheels are driven by an electric motor. Generally, series mode is used when the battery charge is low.

[0103] In parallel operation, the engine and electric motor can simultaneously drive the wheels. Specifically, in parallel operation, the clutch is connected to the wheel ends (also known as direct engine-wheel connection), and the engine serves as the primary power source to drive the wheels. Generally, vehicles use parallel operation on highways to improve fuel economy.

[0104] 2. Battery State of Charge (SOC).

[0105] State of Charge (SOC) represents the ratio of the remaining charge in a battery to its nominal capacity when fully charged, and is usually expressed as a percentage.

[0106] This application's embodiments involve current SOC and target SOC. Current SOC refers to the battery's current SOC value (actual value), representing the battery's current charge level. Target SOC refers to the target SOC value, used to represent the minimum charge level the battery is expected to maintain during vehicle operation.

[0107] 3. Vehicle status information.

[0108] Vehicle status information refers to information describing vehicle attributes and conditions. In this embodiment, vehicle status information can be used to characterize the vehicle's driving status, operating status, and function activation status. Optionally, vehicle status information includes, but is not limited to, current SOC, target SOC, battery capacity, and current vehicle speed.

[0109] 4. Navigation information.

[0110] Navigation information refers to a set of spatial, temporal, and guidance instruction data planned, generated, and provided to guide a vehicle from its starting position to its target position. In this application, the planned and generated path from the starting position to the target position is referred to as the target path. The navigation information of the target path is involved in the following embodiments. The navigation information of the target path includes spatial, temporal, and guidance instruction information based on the target path.

[0111] 5. Start-up and stop speeds and target start-up and stop speeds.

[0112] The start-stop speed is used to trigger the vehicle to start the engine and enter series mode, and / or to trigger the vehicle to stop the engine and enter pure electric mode. In other words, the start-stop speed is used to trigger the vehicle to switch between pure electric mode and series mode.

[0113] In this embodiment of the application, the start-stop speed can correspond to the scenario. The start-stop speed corresponding to the current scenario is referred to as the target start-stop speed.

[0114] 6. Connect the vehicle speed and the target speed in series.

[0115] The parallel-series vehicle speed is used to trigger the vehicle to exit series mode and enter parallel mode, and / or to trigger the vehicle to exit parallel mode and enter series mode. In other words, the parallel-series vehicle speed is used to trigger the vehicle to switch between series mode and parallel mode. It should be noted that the name "parallel-series vehicle speed" is only an example and does not constitute a limitation. In some embodiments, "parallel-series vehicle speed" may also be referred to as other names, such as "series-parallel vehicle speed," "series-parallel switching speed threshold," etc., without limitation.

[0116] In this embodiment of the application, the parallel and series vehicle speeds can correspond to the scenario. The parallel and series vehicle speeds corresponding to the current scenario are referred to as the target parallel and series vehicle speeds.

[0117] 7. Series speed range and parallel speed range.

[0118] The series speed range refers to the speed range within which a vehicle operates in series mode, or the speed range corresponding to series mode. The series speed range can be determined based on the start-stop speed and the parallel / series speed. For example, if the start-stop speed is 30 km / h and the parallel / series speed is 60 km / h, then the vehicle switches to series mode when its speed is greater than or equal to 30 km / h, and to parallel mode when its speed is greater than or equal to 60 km / h. Therefore, when the vehicle speed is between 30 km / h and 60 km / h, the vehicle operates in series mode, meaning the series speed range is [30 km / h, 60 km / h].

[0119] Parallel speed range refers to the speed range within which a vehicle operates in parallel mode, or the speed range corresponding to parallel mode. The parallel speed range can be determined based on the parallel and series speeds. For example, if the start-stop speed is 30 km / h and the parallel / series speed is 60 km / h, then the vehicle switches to series mode when its speed is greater than or equal to 30 km / h, and to parallel mode when its speed is greater than or equal to 60 km / h. Assuming the maximum permissible speed is 240 km / h, then when the vehicle speed is between 60 km / h and 240 km / h, the vehicle operates in parallel mode, meaning the parallel speed range is [60 km / h, 240 km / h].

[0120] The following describes the relevant technologies and technical issues of the methods provided in the embodiments of this application.

[0121] In related technologies, the driving mode switching strategy for hybrid vehicles is generally based on vehicle speed and / or State of Charge (SOC). Specifically, when the SOC is greater than or equal to a preset SOC threshold of 1, and / or the vehicle speed is lower than a preset speed threshold, pure electric mode is used. When the SOC is less than the preset SOC threshold of 1, or the vehicle speed is higher than the preset speed threshold, the vehicle's driving mode can switch between series and parallel modes. Two exemplary implementations of the series-parallel mode switching strategy are provided.

[0122] In one implementation, the series-parallel connection mode can be switched based on vehicle speed. Specifically, if the vehicle speed is lower than a preset speed threshold, the system switches to series mode; if the vehicle speed is higher than (or equal to) the preset speed threshold, the system switches to parallel mode.

[0123] The driver mode switching strategy in this implementation has at least the following problems: a) When the vehicle speed changes around the preset speed threshold, the vehicle's drive mode will frequently switch between series and parallel modes. This will cause the vehicle to jerk, affecting the user experience. In addition, the frequent switching of drive modes will cause the clutch and other transmission devices to frequently connect and disconnect from the wheel ends, affecting the service life of the clutch and other transmission devices.

[0124] b. In mountainous road scenarios, the vehicle speed may exceed the preset speed threshold, entering parallel mode. However, in mountainous road scenarios, the vehicle requires sufficient reserve power, and driving the vehicle in parallel mode will result in insufficient reserve power, affecting the vehicle's climbing performance, and also causing problems such as poor noise, vibration, and harshness (AVH) experience.

[0125] In another implementation, the series-parallel mode can be switched based on the State of Charge (SOC). Specifically, if the vehicle's SOC is lower than a preset SOC threshold 2, it switches to series mode; if the vehicle's SOC is higher than (or equal to) the preset SOC threshold 2, it switches to parallel mode. The preset SOC threshold 2 is less than the preset SOC threshold 1.

[0126] The drive mode switching strategy in this implementation has at least the following problems: when the SOC is lower than the preset SOC threshold 2, the vehicle may be in a high-speed scenario, in which case using the series drive mode will result in poor fuel economy.

[0127] In summary, in the vehicle drive mode control methods of related technologies, the control of series-parallel mode cannot achieve optimal performance of the drive mode in some scenarios, resulting in poor vehicle performance and even problems such as jerking and poor driving experience.

[0128] In view of this, embodiments of this application provide a vehicle drive mode control method that dynamically adjusts the vehicle speed threshold based on the vehicle's power generation needs and the current scenario. This allows the vehicle to flexibly switch drive modes using different speed thresholds under different scenarios and power generation needs, thereby matching the drive mode with the scenario, leveraging the advantages of the drive mode in various scenarios, improving vehicle performance, and preventing frequent switching of drive modes through hysteresis intervals, thus improving user experience and extending the service life of vehicle-related components.

[0129] The following describes the structural pattern of the electronic and electrical architecture of the hybrid vehicle 100. Optionally, in this embodiment, the electronic and electrical architecture of the hybrid vehicle 100 can be a domain-centralized architecture. In a domain-centralized architecture, functions are divided into domains, with centralized control within each domain, reducing the number of ECUs and lowering system complexity. The traditional five domain controllers are the powertrain domain, chassis domain, body domain, intelligent driving domain, and cockpit domain. The current trend is to divide the vehicle control domain, autonomous driving domain (or intelligent driving domain), and intelligent cockpit domain, with each domain controller responsible for centralized control.

[0130] For example, Figure 2 A schematic diagram of the electronic and electrical architecture of a hybrid vehicle is shown. Figure 2 As shown, the hybrid vehicle 100 includes a vehicle domain controller (VDC) 210, an intelligent driving domain controller (ADAS / AD Domain Controller, ADC) 220, and an intelligent cockpit domain controller (CDC) 230.

[0131] VDC 210 is responsible for overall vehicle control, with high requirements for real-time performance and safety. The vehicle control domain can be understood as integrating the powertrain domain, chassis domain, and body domain. ADC 220 is responsible for intelligent driving-related perception, decision-making, and control functions. CDC 230 is responsible for intelligent cockpit functions such as human-machine interaction. Domain controllers have different names on different manufacturers' platforms. For example, the E3 architecture of a certain manufacturer's MEB platform (the first car, ID3) is a domain-centralized EEA composed of three vehicle application servers (In-Car Application Server, ICAS), specifically: Vehicle Control Server ICAS1, Intelligent Driving Server ICAS2, and Infotainment Server ICAS3. Another manufacturer's iNEXT model's EEA includes three domain controllers: BDC (Body Domain Controller, corresponding to VDC), SAS (ADC), and MGU (Media Graphics Unit, corresponding to CDC). In some three-domain EEA solutions, the three domain controllers are Body Super Core (corresponding to VDC), ADAS Super Core (corresponding to ADC), and Cockpit Super Core (corresponding to CDC). Some refer to ADC as Mobile Data Center (MDC).

[0132] See also Figure 2In this embodiment, the VDC 210 may include a range extender control module 211. The range extender control module 211 is used to provide vehicle status information to the CDC 230. The range extender control module 211 is also used to control the switching of the vehicle's drive mode according to the vehicle speed threshold indicated by the CDC 230, for example, controlling the switching between series and parallel modes.

[0133] The CDC 230 may include a navigation application 231 and a range extension decision module 232. The navigation application 231 provides services such as route planning, real-time navigation guidance, real-time traffic conditions, map browsing, and search. In this embodiment, the navigation application 231 can provide the range extension decision module 232 with road information and predicted driving information for the planned target route.

[0134] The range extender decision module 232 dynamically adjusts the vehicle speed threshold based on the vehicle status information provided by the range extender control module 211 and the navigation information provided by the navigation application 231. The vehicle speed threshold is used for switching the vehicle's drive mode. The vehicle speed threshold may include, but is not limited to, start / stop speed and series vehicle speed. The range extender decision module 232 sends the vehicle speed threshold to the range extender control module 211. Optionally, the range extender decision module 232 can be an application (APP), such as an Android application package (APK).

[0135] It should be noted that the names of the various modules or applications mentioned above are for illustrative purposes only and are not intended to be limiting. For example, in some embodiments, the range extender control module 211 is also referred to as the drive mode control module. The navigation application 231 is also referred to as the map application, and the range extender decision module 232 is also referred to as the range extender control module.

[0136] For ease of understanding, the following embodiments of this application will be described using the following methods: Figure 1 and Figure 2 Taking a hybrid vehicle (hereinafter referred to as a vehicle) with the structure shown as an example, the vehicle drive mode control method provided in this application embodiment will be specifically described in conjunction with the accompanying drawings and application scenarios.

[0137] Figure 3 This is a flowchart illustrating a vehicle drive mode control method provided in an embodiment of this application. The method includes: S301, in response to the user planning a target route through the navigation application, the navigation application sends navigation information of the target route to the range extension decision module.

[0138] Optionally, the navigation information may include road information of the target route (hereinafter referred to as road information) and predicted driving information of the target route (hereinafter referred to as predicted driving information). Optionally, in addition to sending the navigation information of the target route to the range extender decision module, the navigation application may also send the vehicle's current location to the range extender decision module in real time.

[0139] Road information represents the road conditions of the target path. Road information includes, but is not limited to, the spatial orientation and connections of roads, road classification, and road conditions. The spatial orientation of a road refers to its extension path and direction in three-dimensional space and / or planar space. Road connections refer to the connection methods and relationships between roads, such as intersections, T-junctions, parallel connections, roundabouts, grade-separated interchanges, and tunnels.

[0140] Road classification, also known as road type, can be broadly categorized into urban roads and highways connecting cities. Urban roads can include urban expressways, urban arterial roads, urban secondary arterial roads, and urban local roads. Highways, depending on different classification standards, can include various levels. For example, based on technical standards, highway classifications can include expressways, Class I highways, Class II highways, Class III highways, and Class IV highways. Based on administrative levels, highway classifications can include national highways, provincial highways, county roads, township roads, and special-purpose roads. It should be noted that the above road classifications are merely examples. In practical applications, navigation applications can pre-set relevant road classifications (which may include some or all of the above classifications) as needed. After the user determines the target route, the navigation application determines the road classification of each segment of the target road and sends it to the range extension decision module.

[0141] Road conditions are used to characterize comprehensive information such as road traffic conditions, traffic operation status, and surrounding environmental impacts. Optionally, road conditions can include traffic operation status road conditions, road physical condition road conditions, traffic event-related road conditions, and environmental impact road conditions. Among them, traffic operation road conditions include smooth traffic, slow traffic, congestion, and severe congestion. Road physical condition road conditions can include road surface conditions (e.g., whether the road surface is smooth, has potholes, cracks, settlement, etc.), road facilities (e.g., number of lanes, lane width, streetlights, guardrails or signs, etc.), and road alignment (e.g., flat roads, mountain roads, sharp bends, uphill, downhill, tunnels, bridges, elevated roads, etc.). Traffic event-related road conditions can include accidents, construction, and traffic control. Environmental impact road conditions can include weather-related road conditions (e.g., blizzards, heavy fog, sandstorms, typhoons, etc.) and surrounding disturbance road conditions (e.g., dense pedestrian traffic, frequent crossings by non-motorized vehicles, etc.). It should be noted that the above road conditions are only examples. In practical applications, navigation applications can pre-set some relevant road conditions (which may include some or all of the above-mentioned road conditions) as needed. After the user determines the target route, the navigation application determines the road conditions of each road segment in the target route and sends them to the range extension decision module.

[0142] Predicted driving information is used to characterize relevant information predicted by the navigation application during the vehicle's journey along the target path. Optionally, predicted driving information includes, but is not limited to, predicted travel distance (or predicted travel time), predicted travel time, predicted arrival time, and predicted driving speed. Among these, predicted driving speed refers to the driving speed predicted by the navigation application on various road segments during the journey along the target path.

[0143] It is understandable that the navigation application can send the navigation information of the target path to the range-extending decision module after the target path planning is completed. If one or more of the navigation information changes subsequently, the navigation application can also send the changed navigation information to the range-extending decision module again. After receiving the navigation information or the changed navigation information, the range-extending decision module can trigger the execution of subsequent steps S302 to S310 to achieve dynamic control of the vehicle's driving mode.

[0144] S302, the range extender decision module obtains vehicle status information from the range extender control module in the VDC.

[0145] As mentioned above, vehicle status information includes, but is not limited to, current SOC, target SOC, battery capacity, and current vehicle speed. When the vehicle's SOC is lower than the target SOC, the vehicle needs to charge the battery. When the vehicle's SOC is higher than or lower than the target SOC, the vehicle does not need to charge the battery. The target SOC value may differ for different vehicles.

[0146] In one embodiment, the range-extending decision module can proactively obtain vehicle status information from the range-extending control module in the VDC after receiving road information and predicted driving information of the target route sent by the navigation application. Optionally, the range-extending decision module can periodically obtain part or all of the vehicle status information from the range-extending control module.

[0147] Optionally, the range extender control module may send part or all of the vehicle status information to the range extender decision module when the vehicle status information changes.

[0148] In another embodiment, the range extender control module in the VDC may proactively send vehicle status information to the range extender decision module. Optionally, the range extender control module may periodically send part or all of the vehicle status information to the range extender decision module.

[0149] S303, the range extender decision module determines whether the vehicle has a power generation requirement on the target route based on navigation information and vehicle status information; if the vehicle does not have a power generation requirement, steps S304 and S305 are executed; if the vehicle has a power generation requirement, steps S306 to S310 are executed.

[0150] When a vehicle has no need to generate electricity on its target path, it means that while traveling on the target path based on its current State of Charge (SOC) (without charging), its SOC can be maintained above the target SOC. Therefore, it can generate electricity for the electric motor without using the engine to charge the battery. When a vehicle has no need to generate electricity on its target path, its driving mode can be pure electric mode, series mode, or parallel mode.

[0151] A vehicle's need for power generation along the target path means that, based on its current State of Charge (SOC) (without charging), the vehicle's SOC is not expected to be maintained above the target SOC while traveling along the target path. In other words, the system predicts that the vehicle's remaining battery power during this navigation phase will not cover the energy consumption required to reach the destination. Therefore, the engine needs to charge the battery, or in other words, the engine needs to generate electricity for the electric motor. When a vehicle has a need for power generation along the target path, the vehicle's drive mode will be either series or parallel mode for at least some sections of the route.

[0152] In one embodiment, the range extender decision module can determine whether the vehicle needs charging based on the following logic: It determines that the current State of Charge (SOC) is sufficient to travel the entire target route in pure electric mode; traveling the entire target route in pure electric mode means that the vehicle operates entirely in pure electric mode during its journey along the target route. Sufficient SOC can be understood as the vehicle's SOC not falling below the target SOC when it reaches its destination. If the current SOC is sufficient to travel the entire target route in pure electric mode, it indicates that the vehicle has no need for power generation. If the current SOC is insufficient to travel the entire target route in pure electric mode, it indicates that the vehicle may have a need for power generation.

[0153] In some other embodiments, the range extender decision module may also determine whether the vehicle needs to be charged according to the following logic: determine that the current SOC is sufficient to travel the entire target route in target mode, which may be series mode, parallel mode, pure electric mode or a combination of the above modes.

[0154] Specifically, the range extender decision module can determine whether the vehicle needs power generation according to the following process: a. Based on the predicted driving information in the navigation information (such as predicted driving distance, predicted driving time, predicted driving speed, or one or more of these), estimate the total power consumption required for the vehicle to travel on the target route in pure electric mode.

[0155] In other words, total power consumption refers to the amount of electricity a vehicle would need to consume if it operated in pure electric mode throughout the entire target route.

[0156] One possible approach is to determine the estimated total power consumption of the vehicle traveling on the target path based on the predicted distance traveled. Specifically, the total power consumption can be obtained by multiplying the predicted distance traveled by the average power consumption. The average power consumption represents the power consumption of the vehicle per unit length of the path (e.g., per kilometer). Optionally, the average power consumption can be estimated based on the vehicle's historical travel history and historical power consumption.

[0157] In another possible implementation, the estimated total power consumption of the vehicle traveling on the target path can be determined based on the predicted driving speed and predicted travel time. Specifically, a correlation between vehicle driving speed and average power consumption can be established in advance. Average power consumption represents the power consumption of the vehicle per unit length (e.g., per 100 kilometers). The distance of each road segment is determined based on the predicted driving speed and predicted travel time for each segment. Then, based on the correlation between vehicle driving speed and average power consumption, the average power consumption corresponding to the predicted driving speed for each road segment is determined. The product of the average power consumption for each road segment and the distance is calculated to obtain the power consumption for each road segment. The total power consumption is obtained by summing the power consumption of each road segment along the target path.

[0158] It should be noted that the above methods for estimating total power consumption are merely two examples and do not constitute any limitation on the method. In practical applications, the method for determining total power consumption can be selected according to actual needs.

[0159] b. Based on the total power consumption and the target SOC and current SOC in the vehicle status, determine whether the current SOC is sufficient to complete the entire target route in pure electric mode. If yes, then the vehicle has no need for power generation; if not, then the vehicle has a need for power generation.

[0160] Specifically, the difference between the current State of Charge (SOC) and the target SOC can be calculated to obtain the energy difference. Then, the product of this energy difference and the battery capacity is calculated to obtain the available energy. The relationship between the available energy and the total energy consumption is determined. If the available energy is greater than or equal to the total energy consumption, the current SOC is sufficient to complete the entire target route in pure electric mode, and the vehicle has no need for power generation. If the available energy is less than the total energy consumption, the current SOC is insufficient to complete the entire target route in pure electric mode, and the vehicle has a need for power generation.

[0161] It should be noted that the above process for determining whether a vehicle has a need for power generation is merely an example and does not constitute any limitation on the method.

[0162] S304, the range extender decision module sends instruction 1 to the range extender control module in the VDC. Instruction 1 is used to control the vehicle's driving mode to pure electric mode.

[0163] S305, the range extender control module responds to command 1 and controls the vehicle's drive mode to pure electric mode.

[0164] As shown above, when the vehicle has no need for power generation on the target path, the vehicle's driving mode can be pure electric mode. Therefore, in this embodiment of the application, when the vehicle has no need for power generation, the driving mode of the vehicle is directly indicated as pure electric mode.

[0165] Of course, steps S304 and S305 are merely examples of drive mode control strategies when the vehicle has no need for power generation. In practical applications, when it is determined that the vehicle has no need for power generation, the range extender control module can also control the vehicle's drive mode in conjunction with other information, such as the vehicle's power demand, road conditions, road grade, etc., and drive the vehicle in parallel or series mode, without limitation.

[0166] S306, the range extender decision module determines the current scenario of the vehicle based on vehicle status information and navigation information. The current scenario of the vehicle is used to characterize one or more of the following factors: road grade, vehicle speed, and road conditions.

[0167] It is understandable that if the judgment result of step S303 is "the vehicle has a power generation need," the range extender decision module is triggered to execute step S306 for the first time, followed by steps S307 to S310. Afterward, the range extender decision module can repeatedly execute step S306, for example, periodically, or when the vehicle status information and the road information of the target path change. If the vehicle's current scenario changes, steps S307 to S310 are triggered once. A change in the vehicle's current scenario means that the scenario determined by the vehicle this time is different from the scenario determined last time.

[0168] Additionally, as described in step S302 above, the range extender decision module can periodically or when the vehicle status information changes, obtain vehicle status information from the range extender control module in the VDC. The vehicle status information may include the vehicle's current location. The range extender decision module can combine the vehicle's current location with the predicted speed in the vehicle's predicted driving information, and trigger the execution of steps S307 to S310 once when the predicted speed of the road segment the vehicle is traveling on changes. A change in the predicted speed of the road segment the vehicle is traveling on means that the predicted speed of the road segment the vehicle is currently on is different from the predicted speed of the previous road segment the vehicle was on.

[0169] In summary, steps S306 to S310 are dynamically repeated to control the vehicle's driving mode in real time in conjunction with the scenario.

[0170] Regarding the specific implementation of step S306, which involves determining the current scenario of the vehicle based on vehicle status information and navigation information, this application does not impose limitations. For example, the range-extending decision module can determine the current scenario of the vehicle based on the vehicle's speed and position in the vehicle status information, and road information in the navigation information. Specifically, the range-extending decision module can determine the current road segment corresponding to the current position in the target path based on the spatial orientation and connectivity of the road in the road information of the target path, and the vehicle's current position in the vehicle status information. Then, based on the road grade and road conditions of the current road segment, and the predicted driving information (e.g., predicted driving speed) corresponding to the current road segment, the current scenario of the vehicle is determined. Of course, in some embodiments, the current scenario of the vehicle can also be determined by combining other information, such as determining the current scenario of the vehicle based on environmental images acquired by a camera. Alternatively, the vehicle can also determine the current scenario of the vehicle based on the actual image of its speed when entering a certain road segment. This application does not impose limitations on this.

[0171] The type of scenario the vehicle is currently in can be preset according to needs. For example, it can include highway scenarios, urban expressway scenarios, urban non-expressway scenarios, low-speed congestion scenarios, mountain road scenarios, etc. Each scenario is described below. It should be noted that in the following descriptions, the "vehicle speed" or "vehicle speed" in each scenario can be the predicted speed from navigation information or the actual vehicle speed.

[0172] In this context, the "high-speed scenario" refers to a situation where vehicles are traveling on highways at a relatively high speed (greater than or equal to a preset speed threshold 1). The "urban expressway scenario" refers to a situation where vehicles are traveling on urban expressways (such as arterial roads, elevated highways, etc.) at a relatively high speed (greater than or equal to a preset speed threshold 2). The preset speed threshold 2 may be equal to or different from the preset speed threshold 1. It should be noted that the "high-speed scenario" and "urban expressway scenario" in this application do not include situations where highways or urban expressways are congested or where vehicles are traveling at low speeds.

[0173] The urban non-expressway scenario refers to the scenario where vehicles travel on non-expressways in the city (such as urban arterial roads, urban secondary arterial roads, urban branch roads, etc.). In the urban non-expressway scenario, compared with the highway scenario or the urban expressway scenario, the vehicle speed is lower (less than or equal to the preset speed threshold 2).

[0174] Low-speed congestion scenarios refer to situations where vehicles travel at a lower speed (less than or equal to a preset speed threshold 3), or where vehicles are congested. The preset speed threshold 3 is less than or equal to the preset speed threshold 1, and the preset speed threshold 3 is less than or equal to the preset speed threshold 2. Compared to mountain road scenarios, in highway scenarios, urban expressway scenarios, urban non-expressway scenarios, and low-speed congestion scenarios, the power demand of vehicles is generally not high.

[0175] Mountain road scenario refers to a situation where vehicles are traveling on mountain roads. Compared to other scenarios, vehicle power requirements are higher in mountain road scenarios. Vehicle speeds are generally lower in mountain road scenarios.

[0176] The vehicle's location and corresponding information can be found in Table 1 below.

[0177] Table 1

[0178] S307, the range extender decision module determines the start-stop speed (i.e., target start-stop speed) corresponding to the current scenario based on the vehicle's current scenario and the predicted driving speed of the current road segment in the navigation information.

[0179] In this embodiment, the scenario in which the vehicle is currently located can also be simply referred to as the current scenario. The current road segment refers to the road segment in which the vehicle is currently located on the target path.

[0180] Optionally, the target start-stop speed can be a hysteresis range. The upper limit of this hysteresis range represents the speed threshold for starting the vehicle's engine, and the lower limit represents the speed threshold for stopping the engine. For example, 60 km / h to 35 km / h indicates that the vehicle's engine is not running and the vehicle is in pure electric mode. When the speed increases to 60 km / h, the vehicle's drive mode can switch to series mode, meaning the engine starts but only acts as a generator to charge the battery, and the wheels are driven by the electric motor. When the vehicle's engine is running and the vehicle is in series mode, when the speed decreases to 35 km / h, the vehicle's drive mode can switch to pure electric mode, meaning the engine stops working, and the wheels are driven by the electric motor.

[0181] When the target start-stop speed falls within a hysteresis range, it can be understood as indicating two speed thresholds: speed threshold 1 (the upper limit of the target start-stop speed hysteresis range) and speed threshold 2 (the lower limit of the target start-stop speed hysteresis range). Speed ​​threshold 1 is greater than or equal to speed threshold 2. Speed ​​threshold 1 is used to trigger the vehicle to switch from pure electric mode to series mode. Speed ​​threshold 2 is used to trigger the vehicle to switch from series mode to pure electric mode.

[0182] The target start-stop speed is within the hysteresis range, which can prevent the phenomenon of frequent switching between pure electric mode and series mode caused by the vehicle speed fluctuating near the threshold point. This improves vehicle smoothness and comfort, enhances user experience, and extends the service life of vehicle-related components.

[0183] The predicted driving speed on the current road segment is positively correlated with the target start-stop speed; in other words, the higher the predicted driving speed on the current road segment, the higher the target start-stop speed.

[0184] In some embodiments, the target start-stop speed can be determined based on a preset scenario and the correspondence between predicted driving speed and target start-stop speed. In some embodiments, the target start-stop speed can also be calculated based on a preset algorithm according to the predicted driving speed of the current road segment in the current scenario of the vehicle. The preset algorithm may be different in different scenarios. In this application, the specific method for determining the target start-stop speed based on the predicted driving speed of the current scenario of the vehicle and the current road segment is not limited.

[0185] In different scenarios, adjusting the start-stop speed can regulate the vehicle's power generation method, protecting the battery and maintaining its charge level. Here is an example illustrating how to determine the target start-stop speed: 1) When the vehicle is in a high-speed scenario, if the maximum permissible speed of the road as represented by the road grade remains unchanged, the target start-stop speed does not change with the change of the predicted driving speed.

[0186] The vehicle is in a high-speed scenario, meaning the predicted speed of the vehicle is greater than or equal to a preset speed threshold of 1. High-speed scenarios include, for example, the aforementioned highway scenarios and urban expressway scenarios. The road grade represents the maximum permissible speed on the road, i.e., the road's speed limit.

[0187] When a vehicle is in a high-speed scenario and the speed limit corresponding to the road grade remains unchanged, it means that the vehicle is continuously in a high-speed scenario. In this case, the battery depletes very quickly, and it is not very meaningful to adjust the target start-stop speed to increase power generation. Therefore, it is not necessary to adjust the target start-stop speed, but to start the range extender to continuously generate power to supplement the electric energy and serve as the main energy source.

[0188] 2) When the vehicle is in a high-speed scenario, if the maximum permissible speed of the road, as indicated by the road grade, changes, then the higher the predicted driving speed, the higher the target start-stop speed.

[0189] The vehicle is operating at high speeds, and the speed limit changes according to the road grade, indicating a high vehicle speed but complex operating conditions. In this situation, the target start-stop speed can be adjusted in advance based on the predicted driving speed. The higher the predicted driving speed, the less meaningful it is to increase power generation through the target start-stop speed; therefore, the target start-stop speed is increased to prevent frequent generator starts.

[0190] 3) When the vehicle is in a low-speed scenario, if the maximum speed allowed by the road as represented by the road grade remains unchanged, the lower the predicted driving speed, the lower the target start-stop speed.

[0191] The vehicle is in a low-speed scenario, meaning the predicted speed is less than or equal to a preset speed threshold of 3. High-speed scenarios include, for example, the aforementioned urban non-expressway scenarios, low-speed congestion scenarios, and mountain road scenarios.

[0192] In low-speed scenarios, vehicles frequently stop and start, causing the engine to start and stop repeatedly, leading to a decrease in battery charge and potential battery depletion. Therefore, timely reduction of the target start-stop speed minimizes the probability of the engine shutting off, preventing deep battery discharge, protecting the battery, and maintaining its charge. Furthermore, the lower the predicted driving speed, the lower the target start-stop speed should be; that is, the target start-stop speed should be reduced in advance based on the vehicle speed. This intelligent adjustment of the target start-stop speed makes it easier for the vehicle to enter the series connection range, more easily triggering the engine to charge the battery, preventing battery depletion, and thus improving fuel efficiency, NVH (noise, vibration, and harshness) experience, and driving range.

[0193] For example, in mountainous terrain, where long uphill and downhill sections and frequent gradient changes occur, frequent engine starts and stops can easily occur if the target start-stop speed isn't adjusted. This leads to a decrease in battery charge and a loss of battery power. Lowering the predicted driving speed and adjusting the target start-stop speed accordingly avoids frequent alternator starts and stops, keeping the alternator running and charging the battery, thus preventing a drop in battery charge.

[0194] S308, the range extender decision module determines the parallel and series vehicle speed (i.e., the target parallel and series vehicle speed) corresponding to the current scenario based on the current scenario of the vehicle and the target start-stop speed.

[0195] Optionally, the target parallel and series vehicle speed can be a hysteresis interval. The hysteresis interval of the target parallel and series vehicle speed can also be called the target parallel and series vehicle speed interval or the target series-parallel speed threshold, and there is no limitation on it.

[0196] The upper limit of this hysteresis interval represents the speed threshold at which the vehicle transitions from series mode to parallel mode, while the lower limit represents the speed threshold at which the vehicle transitions from parallel mode to series mode. For example, 90 km / h to 60 km / h means that when the vehicle is in series mode, its drive mode can switch from series to parallel mode when the speed increases to 90 km / h. Conversely, when the vehicle is in parallel mode, its drive mode can switch from parallel to series mode when the speed decreases to 60 km / h.

[0197] When the target parallel-series vehicle speed falls within a hysteresis range, it can be understood as indicating two speed thresholds: speed threshold 3 (the upper limit of the target parallel-series vehicle speed hysteresis range) and speed threshold 4 (the lower limit of the target parallel-series vehicle speed hysteresis range). Speed ​​threshold 3 is greater than or equal to speed threshold 4. Speed ​​threshold 3 is used to trigger the vehicle to switch from series mode to parallel mode. Speed ​​threshold 4 is used to trigger the vehicle to switch from parallel mode to series mode.

[0198] The target parallel and series vehicle speed is within the hysteresis range, which can prevent the phenomenon of frequent switching between series and parallel modes caused by the fluctuation of vehicle speed near the threshold point, thereby improving vehicle smoothness and comfort, enhancing user experience, and extending the service life of vehicle-related components.

[0199] In this embodiment, the target parallel-series vehicle speed is greater than or equal to the target start-stop speed. Specifically, when both the target start-stop speed and the target parallel-series vehicle speed are hysteresis ranges, the hysteresis range of the target parallel-series vehicle speed is strictly greater than or equal to the hysteresis range of the target start-stop speed. That is, the upper limit of the hysteresis range of the target parallel-series vehicle speed is greater than or equal to the upper limit of the hysteresis range of the target start-stop speed, and the lower limit of the hysteresis range of the target parallel-series vehicle speed is greater than or equal to the lower limit of the hysteresis range of the target start-stop speed.

[0200] S309, the range extender decision module sends the target start-stop speed and the target parallel vehicle speed to the range extender control module in the VDC.

[0201] Optionally, the range extender decision module can directly send the target start-stop speed and the target parallel vehicle speed to the range extender control module in the VDC.

[0202] Optionally, the range extender decision module can also send command 2 to the range extender control module in the VDC. Command 2 carries the target start-stop speed and the target parallel-connected vehicle speed. Command 2 is used to instruct the vehicle's drive mode to be controlled based on the target start-stop speed and the target parallel-connected vehicle speed.

[0203] It should be noted that when the target start-stop speed and the target parallel-series vehicle speed are in the hysteresis range, the range extender decision module can directly send the hysteresis range to the range extender control module in the VDC, or it can send the upper and lower limits of the hysteresis range to the range extender control module in the VDC respectively. In other words, there is no limitation on the specific form in which the range extender decision module sends the target start-stop speed and the target parallel-series vehicle speed to the range extender control module in the VDC.

[0204] In S310, the range extender control module in VDC controls the vehicle's drive mode based on the target start-stop speed and the target parallel-connected vehicle speed, according to the current vehicle speed.

[0205] Specifically, the target start-stop speed is represented as hysteresis interval 1, where hysteresis interval 1 = [upper limit 1, lower limit 1]. The target parallel-series vehicle speed is represented as hysteresis interval 2, where hysteresis interval 2 = [upper limit 2, lower limit 2]. Where upper limit 2 > upper limit 1, and lower limit 2 > lower limit 2. Therefore, the range extender control module in the VDC can control the vehicle's drive mode according to the switching logic shown in Table 2 below.

[0206] Table 2

[0207] Of course, the above switching strategy is only the main logic for switching. In actual applications, the range extender control module can also control the vehicle's drive mode in combination with other information, such as the vehicle's power demand, road conditions, and road grade.

[0208] It should be noted that the widths of hysteresis interval 1 and hysteresis interval 2 can be set according to the scenario. Different scenarios may correspond to different hysteresis intervals 1 and 2. By controlling the width of hysteresis interval 1, the speed range within which the vehicle's driving mode remains in series mode (i.e., the series speed range) can be controlled, or in other words, the ease with which the vehicle's driving mode remains in series mode can be controlled. The larger the width of hysteresis interval 1, the larger the series speed range, and the easier it is for the vehicle's driving mode to remain in series mode, meaning the vehicle is less likely to exit series mode.

[0209] Similarly, by controlling the width of the hysteresis interval 2, it is possible to control the speed range within which the vehicle's driving mode remains in parallel mode (i.e., the parallel speed range), or in other words, to control the ease with which the vehicle's driving mode remains in parallel mode. The wider the hysteresis interval 2 and the larger the parallel speed range, the easier it is for the vehicle's driving mode to remain in parallel mode, meaning the vehicle is less likely to exit parallel mode.

[0210] Furthermore, by controlling the distance between hysteresis interval 1 and hysteresis interval 2, or in other words, controlling the difference between the target parallel / serial speed and the target start-stop speed, the size of the vehicle's series speed range and / or parallel speed range can be controlled, or the ease with which the vehicle's drive mode remains in series or parallel mode can be controlled. The smaller the distance between hysteresis interval 1 and hysteresis interval 2, or the smaller the difference between the target parallel / serial speed and the target start-stop speed, the smaller the vehicle's series speed range, making it easier for the vehicle to maintain its drive mode in parallel mode and less likely to maintain it in series mode.

[0211] Specifically, the smaller the difference between the upper limit 1 of hysteresis interval 1 and the upper limit 2 of hysteresis interval 2, the easier it is for the vehicle to switch from series mode to parallel mode during acceleration. The smaller the series speed range and the larger the parallel speed range, the easier it is for the vehicle to maintain parallel mode rather than series mode. Conversely, the smaller the difference between the lower limit 1 of hysteresis interval 1 and the lower limit 2 of hysteresis interval 2, the less likely the vehicle is to switch from parallel mode to series mode during deceleration. The smaller the series speed range and the larger the parallel speed range, the easier it is for the vehicle to maintain parallel mode rather than series mode. This will be explained below with reference to the accompanying diagram.

[0212] For example, Figure 4 This is a schematic diagram illustrating the relationship between a target start-stop speed and a target parallel-series vehicle speed, provided as an embodiment of this application. It is assumed that the hysteresis interval 1 of the target start-stop speed is [80, 50], that is, the upper limit 1 is 80 and the lower limit 1 is 50, in km / h, which will not be elaborated further. Figure 4As shown in Figure (a), in one scenario, the difference between the target parallel / series vehicle speed and the target start-stop speed is small. For example, assuming the hysteresis interval 2 of the target parallel / series vehicle speed is [85, 55], then, in pure electric mode, when the vehicle reaches 80 km / h, it enters series mode. When the vehicle continues to accelerate and reaches 85 km / h, it enters parallel mode. That is, during vehicle acceleration, the series speed interval is [80, 85], and the parallel speed interval is [85, 220] (assuming a maximum speed of 220 km / h). When the vehicle decelerates in parallel mode, when it decelerates to 55 km / h, it exits parallel mode and enters series mode. When the vehicle continues to decelerate and reaches 50 km / h, it exits series mode and enters pure electric mode. That is, during vehicle deceleration, the parallel speed interval is [220, 55], and the series speed interval is [55, 50].

[0213] like Figure 4 As shown in Figure (b), in another scenario, the difference between the target parallel / series vehicle speed and the target start-stop speed is significant. For example, suppose the hysteresis interval 2 of the target parallel / series vehicle speed is [90, 60]. Then, in pure electric mode, when the vehicle reaches 80 km / h, it enters series mode. When the vehicle continues to accelerate and reaches 90 km / h, it enters parallel mode. That is, during vehicle acceleration, the series speed interval is [80, 90), and the parallel speed interval is [90, 220]. When the vehicle decelerates in parallel mode, when it decelerates to 60 km / h, it exits parallel mode and enters series mode. When the vehicle continues to decelerate to 50 km / h, it exits series mode and enters pure electric mode. That is, during vehicle deceleration, the speed interval of series mode is [220, 60), and the speed interval of parallel mode is [60, 50].

[0214] contrast Figure 4 Figure (a) and Figure 4 As shown in Figure (b), during the vehicle's acceleration, Figure 4 In Figure (a), the vehicle switches from series mode to parallel mode when its speed reaches 85 km / h. Figure 4 In Figure (b), the vehicle only enters parallel mode when its speed reaches 90 km / h. This shows that the smaller the difference between the target parallel / serial speed and the target start-stop speed, the easier it is for the vehicle to transition from series mode to parallel mode. Furthermore, during vehicle acceleration... Figure 4 In Figure (a), the speed range for series vehicles is [80, 85], and the speed range for parallel vehicles is [85, 220]. Figure 4In Figure (b), the series speed range is [80, 90) and the parallel speed range is [90, 220]. It can be seen that the smaller the difference between the target series and parallel speeds and the target start-stop speeds, the smaller the series speed range and the larger the parallel speed range during vehicle acceleration. The vehicle's driving mode is less likely to remain in series mode and more likely to remain in parallel mode.

[0215] During the vehicle's deceleration process Figure 4 In Figure (a), the vehicle exits parallel mode and enters series mode only when its speed decreases to 55 km / h. Figure 4 In Figure (b), the vehicle exits parallel mode and enters series mode when its speed decreases to 60 km / h. This shows that the smaller the difference between the target parallel / series speed and the target start-stop speed, the less likely the vehicle is to exit parallel mode and enter series mode; that is, the easier it is for the vehicle to remain in parallel mode. Furthermore, during vehicle deceleration... Figure 4 In Figure (a), the parallel vehicle speed range is [220, 55), and the series vehicle speed range is [55, 50). Figure 4 In Figure (b), the speed range of the series mode is [220, 60) and the speed range of the parallel mode is [60, 50). It can be seen that the smaller the difference between the target parallel and series speeds and the target start-stop speeds, the smaller the speed range of the series mode and the larger the speed range of the parallel mode during vehicle deceleration. The vehicle's driving mode is less likely to remain in the series mode and more likely to remain in the parallel mode.

[0216] In this embodiment, the vehicle's power generation requirement is determined based on predicted driving information and vehicle status. When the vehicle has no power generation requirement, the driving mode is controlled as pure electric mode. This improves the vehicle's energy conversion efficiency, energy utilization, eliminates idling losses, and enhances vehicle smoothness. When the vehicle has a power generation requirement, the target start-stop speed is determined by identifying the current scenario and the predicted driving speed of the current road segment. Then, a target parallel speed is determined based on the target start-stop speed. In other words, when the vehicle has a power generation requirement, the target start-stop speed and target parallel speed are adjusted in real time, considering the scenario and predicted driving speed. This ensures that the speed thresholds for switching between pure electric mode and series mode, as well as between series mode and parallel mode, match the scenario and vehicle speed, leveraging the advantages of the driving mode in various scenarios, improving vehicle performance. Simultaneously, the hysteresis interval prevents frequent switching of the driving mode, improving user experience and extending the lifespan of vehicle components.

[0217] The implementation of step S308 will be further explained below.

[0218] For example, Figure 5This is a flowchart illustrating another vehicle drive mode control method provided in an embodiment of this application, as shown below. Figure 5 As shown, step S308 may include: S3081, if the vehicle is in a highway scenario or an urban expressway scenario, the difference between the target parallel vehicle speed and the target start-stop speed is less than or equal to the preset difference of 1.

[0219] Specifically, when the target start-stop speed is within the aforementioned hysteresis interval 1 and the target parallel-series speed is within the aforementioned hysteresis interval 2, the difference between the upper limit 2 and the upper limit 1 is less than or equal to a preset difference 1, and / or the difference between the lower limit 2 and the lower limit 1 is less than or equal to a preset difference 1. In other words, the speed threshold for transitioning from series mode to parallel mode is similar to the threshold for transitioning from pure electric mode to series mode, and the threshold for transitioning from parallel mode to parallel mode (or exiting parallel mode) is similar to the threshold for transitioning from series mode to pure electric mode (or exiting series mode).

[0220] It should be noted that the width of hysteresis interval 1 can be equal to or unequal to the width of hysteresis interval 2. That is, the value of upper limit 1 minus lower limit 1 can be equal to or unequal to the value of upper limit 2 minus lower limit 2.

[0221] Optionally, a preset value 1, less than or equal to a preset difference of 1, can be added to the target start-stop speed to obtain the target and connected vehicle speed. That is, upper limit 2 = upper limit 1 + preset value 1, lower limit 2 = lower limit 1 + preset value 1.

[0222] In a specific embodiment, in a high-speed scenario or an urban expressway scenario, the corresponding target start-stop speed can be [60, 35], and the target parallel-connected vehicle speed can be [65, 40].

[0223] It should be understood that in high-speed or urban expressway scenarios, driving in parallel mode not only meets power generation needs but also improves fuel economy. In this embodiment, when the vehicle is determined to be in a high-speed or urban expressway scenario, the difference between the target parallel-series speed and the target start-stop speed is less than or equal to a preset difference of 1, meaning the target parallel-series speed is relatively close to the target start-stop speed. Therefore, when the vehicle is in series mode, because the target parallel-series speed is relatively close to the target start-stop speed (upper limit 2 is close to upper limit 1), the vehicle is more likely to enter parallel mode. However, once the vehicle enters parallel mode, because the target parallel-series speed is relatively close to the target start-stop speed (lower limit 2 is close to lower limit 1), it is more difficult for the vehicle to exit parallel mode. In summary, when a vehicle is in a high-speed or urban expressway scenario, it is more likely to maintain the vehicle's drive mode in parallel mode, thereby improving fuel economy, maximizing the vehicle's performance in these scenarios, and enhancing the driving experience. Furthermore, the target start-stop speed and target parallel-series speed are within a lag range, which prevents frequent switching between series and parallel modes, avoiding jerking sensations, improving the user experience, and increasing the lifespan of components such as the clutch.

[0224] In one specific embodiment, the width of the hysteresis interval 2 is greater than or equal to the preset width 1. That is, the width of the hysteresis interval for the target parallel-series vehicle speed is relatively wide. In this way, the parallel speed range is larger, and the vehicle's driving mode is more likely to remain in parallel mode, further improving fuel economy, further preventing frequent switching between series and parallel modes, preventing jerking sensations, and improving the user experience.

[0225] In one specific embodiment, the width of hysteresis interval 2 is greater than or equal to the width of hysteresis interval 1. This results in a larger parallel speed range, making it easier for the vehicle to maintain its driving mode in parallel mode, further improving fuel economy, preventing frequent switching between series and parallel modes, avoiding jerking sensations, and enhancing the user experience.

[0226] S3082, if the vehicle is in an urban non-expressway scenario or a low-speed congestion scenario, the difference between the target parallel-connected vehicle speed and the target start-stop speed is greater than or equal to a preset difference 2. Wherein, the preset difference 2 is greater than or equal to a preset difference 1.

[0227] Specifically, when the target start-stop speed is within the aforementioned hysteresis interval 1 and the target parallel-series speed is within the aforementioned hysteresis interval 2, the difference between the upper limit 2 and the upper limit 1 is greater than or equal to a preset difference 2, and / or the difference between the lower limit 2 and the lower limit 1 is greater than or equal to a preset difference 2. In other words, the speed threshold for transitioning from series mode to parallel mode differs significantly from the threshold for transitioning from pure electric mode to series mode, and the threshold for transitioning from parallel mode to parallel mode (or exiting parallel mode) differs significantly from the threshold for transitioning from series mode to pure electric mode (or exiting series mode).

[0228] Optionally, a preset value 2, greater than or equal to a preset difference 2, can be added to the target start-stop speed to obtain the target and connected vehicle speed. That is, upper limit 2 = upper limit 1 + preset value 2, lower limit 2 = lower limit 1 + preset value 2.

[0229] In a specific embodiment, in urban non-expressway scenarios or low-speed congestion scenarios, the corresponding target start-stop speed can be [40, 25], and the target parallel-connected vehicle speed can be [90, 60].

[0230] It should be understood that in urban non-expressway scenarios or low-speed congestion scenarios, driving in series mode not only meets the power generation needs but also improves vehicle smoothness and response speed, and increases generator efficiency. In this embodiment, when the vehicle is determined to be in an urban non-expressway scenario or low-speed congestion scenario, the difference between the target parallel-series speed and the target start-stop speed is greater than or equal to a preset difference of 2, meaning the difference between the target parallel-series speed and the target start-stop speed is relatively large. Therefore, when the vehicle is in series mode, due to the large difference between the target parallel-series speed and the target start-stop speed (the difference between the upper limit 2 and the upper limit 1 is relatively large), it is difficult for the vehicle to enter parallel mode. However, once the vehicle enters parallel mode, due to the large difference between the target parallel-series speed and the target start-stop speed (the difference between the lower limit 2 and the lower limit 1 is relatively large), it is easier for the vehicle to exit parallel mode.

[0231] In summary, when vehicles are in urban non-expressway scenarios or low-speed congestion scenarios, they are more likely to remain in series mode. This allows the electric motor to drive the wheels, resulting in a smoother and more responsive ride. Furthermore, the engine generates electricity, making it more efficient and avoiding its inefficient, high-emission operating range. This allows the vehicle to perform at its best in urban non-expressway scenarios or low-speed congestion scenarios, improving the driving experience. Moreover, by targeting the lag range of the parallel-concurrent speed, frequent switching between series and parallel modes is avoided, preventing jerking and improving the user experience while also extending the lifespan of components such as the clutch.

[0232] S3083, If the vehicle is in a mountain road scenario, the difference between the target parallel vehicle speed and the target start-stop speed is greater than or equal to a preset difference of 3. Wherein, the preset difference of 3 is greater than or equal to a preset difference of 1.

[0233] Optionally, the preset difference 3 can be equal to or different from the preset difference 2.

[0234] Specifically, when the target start-stop speed is within the aforementioned hysteresis interval 1 and the target parallel-series speed is within the aforementioned hysteresis interval 2, the difference between the upper limit 2 and the upper limit 1 is greater than or equal to a preset difference 3, and / or, the difference between the lower limit 2 and the lower limit 1 is greater than or equal to a preset difference 3. In other words, the speed threshold for transitioning from series mode to parallel mode differs significantly from the threshold for transitioning from pure electric mode to series mode, and the threshold for transitioning from parallel mode to parallel mode (or exiting parallel mode) differs significantly from the threshold for transitioning from series mode to pure electric mode (or exiting series mode).

[0235] Optionally, a preset value 3, greater than or equal to a preset difference of 3, can be added to the target start-stop speed to obtain the target and connected vehicle speed. That is, upper limit 2 = upper limit 1 + preset value 3, lower limit 2 = lower limit 1 + preset value 3.

[0236] In a specific embodiment, in the mountain road scenario, the corresponding target start-stop speed can be [40, 25], and the target parallel-connected vehicle speed can be [90, 60].

[0237] It should be understood that in mountainous terrain, driving the vehicle in series mode not only meets the power generation needs but also improves vehicle smoothness and response speed, provides sufficient backup power, and enhances generator efficiency. In this embodiment, when the vehicle is in a mountainous terrain, the difference between the target parallel-series speed and the target start-stop speed is greater than or equal to a preset difference of 3, meaning there is a significant difference between the target parallel-series speed and the target start-stop speed. Therefore, in series mode, due to the large difference between the target parallel-series speed and the target start-stop speed (a significant difference between upper limit 2 and upper limit 1), it is difficult for the vehicle to enter parallel mode. However, once the vehicle enters parallel mode, due to the large difference between the target parallel-series speed and the target start-stop speed (a significant difference between lower limit 2 and lower limit 1), it is easier for the vehicle to exit parallel mode.

[0238] In summary, when a vehicle is on a mountain road, it is easier to maintain series mode. The electric motor drives the wheels, resulting in a smoother, more responsive ride and providing ample reserve power. Furthermore, the engine generates electricity, allowing it to operate more efficiently, avoiding its inefficient and high-emission operating range. This maximizes the vehicle's performance on mountain roads and improves the driving experience. Moreover, by targeting the lag range of the vehicle's speed in both series and parallel modes, frequent switching between them is avoided, preventing jerking and enhancing the user experience while extending the lifespan of components such as the clutch.

[0239] It is understandable that in some special cases, the vehicle may be in scenarios other than highways, urban expressways, urban non-expressways, low-speed congestion, and mountain roads. In such cases, the preset start-stop speed can be used as the target start-stop speed, and the preset parallel-series speed can be used as the target parallel-series speed. In this way, all possible scenarios are covered, achieving the completeness of the solution.

[0240] The vehicle drive mode control method provided in the embodiments of this application will be further described below as a whole.

[0241] For example, Figure 6 This is a flowchart illustrating another example of a vehicle drive mode control method provided in this application. This method can be applied to hybrid vehicles, i.e., vehicles that include both an engine and an electric motor. The method may include: S601, Obtain navigation information for the target path.

[0242] S602, obtain vehicle status information.

[0243] S603, based on navigation information and vehicle status information, determine whether the vehicle has a power generation requirement. Power generation requirement refers to the vehicle's need to generate electricity for the electric motor via the engine while traveling along the target route. If the vehicle has a power generation requirement (yes), proceed to steps S604 and S605; if the vehicle does not have a power generation requirement (no), proceed to step S606.

[0244] S604 determines the current scene of the vehicle based on vehicle status information and navigation information, and determines the target corresponding to the current scene of the vehicle and connects the vehicle speed in series. The target and the vehicle speed are used to trigger the switching of the vehicle's driving mode between series mode and parallel mode.

[0245] S605 controls the vehicle's drive mode between series and parallel modes based on the target and series vehicle speed.

[0246] S606: If the vehicle does not require power generation, the vehicle's driving mode is controlled to be pure electric mode.

[0247] In one embodiment, the target parallel and series vehicle speeds include a first vehicle speed and a second vehicle speed, wherein the first vehicle speed is greater than or equal to the second vehicle speed, the first vehicle speed is used to trigger the vehicle's drive mode to switch from series mode to parallel mode, and the second vehicle speed is used to trigger the vehicle's drive mode to switch from parallel mode to series mode.

[0248] The first vehicle speed is, for example, the upper limit of the target parallel-serial vehicle speed hysteresis interval (i.e., hysteresis interval 2) in the above embodiment, which is also the vehicle speed threshold 3; the second vehicle speed threshold is, for example, the lower limit of the target parallel-serial vehicle speed hysteresis interval in the above embodiment, which is also the vehicle speed threshold 4.

[0249] In one embodiment, determining a target corresponding to the current scenario of the vehicle and connecting the vehicle speed in series based on the current scenario of the vehicle includes: determining a target start-stop speed corresponding to the current scenario of the vehicle based on the current scenario of the vehicle and navigation information; the target start-stop speed is used to trigger the switching of the driving mode between pure electric mode and series mode; and determining the target and connecting the vehicle speed in series based on the current scenario of the vehicle and the target start-stop speed.

[0250] In one embodiment, the target start-stop speed includes a third vehicle speed and a fourth vehicle speed, wherein the third vehicle speed is greater than or equal to the fourth vehicle speed, the third vehicle speed is less than the first vehicle speed, the fourth vehicle speed is less than the second vehicle speed, the third vehicle speed is used to trigger the vehicle's drive mode to switch from pure electric mode to series mode, and the fourth vehicle speed is used to trigger the vehicle's drive mode to switch from series mode to parallel mode.

[0251] The third speed is, for example, the upper limit of the target start-stop speed hysteresis interval (i.e., hysteresis interval 1) in the above embodiment, which is also the speed threshold 1; the fourth speed threshold is, for example, the lower limit of the target start-stop speed hysteresis interval in the above embodiment, which is also the speed threshold 2.

[0252] In one embodiment, determining the target parallel speed based on the current scenario of the vehicle and the target start-stop speed includes: if the current scenario of the vehicle is a first scenario, the difference between the target parallel speed and the target start-stop speed is less than or equal to a first preset difference, so as to expand the parallel speed range; the parallel speed range is the speed range corresponding to the parallel mode, and the first scenario is a scenario in which the predicted driving speed of the vehicle is higher than a first speed threshold and the required power of the vehicle is less than or equal to a preset power threshold.

[0253] In one embodiment, in the first scenario, the road segment where the vehicle is located is classified as a highway or an urban expressway. That is, the first scenario can be either a highway scenario or an urban expressway scenario.

[0254] In one embodiment, determining the target and serial vehicle speed based on the current scenario of the vehicle and the target start-stop speed includes: if the current scenario of the vehicle is a second scenario, the difference between the target and serial vehicle speed and the target start-stop speed is greater than or equal to a second preset difference, so as to expand the serial vehicle speed range; the serial vehicle speed range is the vehicle speed range corresponding to the serial mode, and the second scenario is a scenario in which the predicted driving speed of the vehicle is lower than a second speed threshold and the required power of the vehicle is less than or equal to a preset power threshold.

[0255] In one embodiment, in the second scenario, the road segment where the vehicle is located is classified as an urban non-expressway. That is to say, the first scenario can be the aforementioned urban non-expressway scenario.

[0256] In one embodiment, in the second scenario, the road conditions on the section where the vehicle is located are congested. That is to say, the first scenario can be the aforementioned low-speed congestion scenario.

[0257] In one embodiment, determining the target and serial vehicle speed based on the current scenario of the vehicle and the target start-stop speed includes: if the current scenario of the vehicle is a third scenario, the difference between the target and serial vehicle speed and the target start-stop speed is greater than or equal to a third preset difference, so as to expand the serial vehicle speed range; the serial vehicle speed range is the speed range corresponding to the serial mode, and the third scenario is a scenario in which the vehicle's required power is greater than a preset power threshold.

[0258] In one embodiment, in the third scenario, the road conditions of the section where the vehicle is located are mountain roads. That is to say, the first scenario can be the aforementioned mountain road scenario.

[0259] Figure 6 For details on the implementation of other related content, please refer to the above. Figure 4 and Figure 5 The embodiments shown will not be described in detail again.

[0260] See Figure 7 This application also provides a vehicle drive mode control device 700, which can be applied to hybrid vehicles. The device 700 includes an acquisition module 701 and a determination module 702.

[0261] The acquisition module 701 is used to: acquire navigation information for the target path; acquire vehicle status information; The determination module 702 is used to: if the vehicle has a power generation requirement, determine the target corresponding to the current scene of the vehicle and connect the vehicle speed in series based on the vehicle status information and navigation information. The target and the vehicle speed in series are used to trigger the vehicle's drive mode to switch between series mode and parallel mode.

[0262] It should be understood that the device 700 can also implement other steps of the vehicle drive mode control method in the above embodiments, which will not be described in detail here.

[0263] Figure 8 This is a schematic diagram of another control device 800 provided in an embodiment of this application.

[0264] The control device 800 includes a memory 810, a processor 820, and a communication interface 830. The memory 810, processor 820, and communication interface 830 are connected via an internal connection path. The memory 810 stores instructions, and the processor 820 executes the instructions stored in the memory 810 to control the communication interface 830 to acquire information, thereby enabling the device 800 to implement the aforementioned control method. Optionally, the memory 810 can be coupled to the processor 820 via an interface, or it can be integrated with the processor 820.

[0265] It should be noted that the communication interface 830 described above uses a transceiver device, such as, but not limited to, a transceiver. The communication interface 830 may also include an input / output interface.

[0266] The processor 820 stores one or more computer programs, which include instructions. When the instructions are executed by the processor 820, the control device 800 performs the control methods described in the above embodiments.

[0267] In implementation, each step of the above method can be completed by the integrated logic circuits in the hardware of the processor 820 or by instructions in software form. The method disclosed in the embodiments of this application can be directly implemented by the hardware processor, or by a combination of hardware and software modules in the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory 810, and the processor 820 reads the information in memory 810 and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are not provided here.

[0268] As one possible implementation, the control device 800 can be a physical device. For example, the control device 800 may include one or more of the following modules: central processing unit, microprocessor, application-specific integrated circuit, field-programmable gate array, complex programmable logic device (CPLD), coprocessor (assisting the central processing unit in completing corresponding processing and applications), microcontroller unit (MCU), domain controller (DC), vehicle domain controller unit (VDC), electronic control unit (ECU), cockpit domain controller (CDC), vehicle integrated unit (VIU), vehicle control unit (VCU), motor control unit (MCU), etc. Furthermore, the control device 800 includes at least one processor integrated in the form of a system-on-chip (SOC), which is commonly referred to as an SOC by those skilled in the art. The SOC may include at least one processor, and when the SOC includes multiple processors, the types of processors may be different.

[0269] Optionally, Figure 8 The communication interface 830 can implement the vehicle drive mode control method in the aforementioned embodiments. Figure 8 The memory 810 in the above embodiment can store the relevant data involved in the vehicle drive mode control method. Figure 8 The processor 820 in the above embodiment can execute the relevant steps of the vehicle drive mode control method.

[0270] Optionally, the device 800 can be located in Figure 1 Among the 100 hybrid vehicles.

[0271] Optionally, the device 800 can be Figure 1 Computer system 112 in a hybrid vehicle.

[0272] This application also provides an electronic device, including a processor and a memory coupled together. The memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, any of the methods in the above embodiments are implemented.

[0273] This application also provides a computer-readable storage medium storing program code that, when run on a computer, causes the computer to perform any of the methods described in the above embodiments.

[0274] This application also provides a computer program product, which includes a computer program that, when run, causes a computer to perform any of the methods described in the above embodiments.

[0275] This application also provides a chip, including: a circuit for performing any of the methods in the above embodiments.

[0276] This application also provides a vehicle, including, as in the following embodiments: Figure 7 or Figure 8 Any of the control devices shown.

[0277] This application also provides a vehicle whose structure can be as follows: Figure 1 The hybrid vehicle 100 shown is illustrated. In this embodiment, the processor 113 in the hybrid vehicle 100 is used to execute... Figures 3 to 6 The method executed by the vehicle in the corresponding embodiment. It should be noted that the specific manner in which the processor 113 executes the aforementioned steps differs from that in this application. Figures 3 to 6 The various method embodiments are based on the same concept, and the technical effects they bring are the same as those in this application. Figures 3 to 6 The corresponding method embodiments are the same, and for details, please refer to the description in the method embodiments shown above in this application, which will not be repeated here.

[0278] This application also provides a terminal device, which is a hybrid power terminal device. The terminal device includes a processor coupled to a memory. The memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, any of the methods described in the above embodiments are implemented. Optionally, the terminal device can be a vehicle, ship, airplane, spacecraft, robot, or other device with a hybrid power structure; this application does not limit this to such devices.

[0279] This application also provides a computer-readable storage medium storing a program that, when run on a computer, causes the computer to perform the aforementioned actions. Figures 3 to 6 The steps performed by the vehicle in the method described in the illustrated embodiment.

[0280] This application also provides a computer program product, which includes a program that, when run on a computer, causes the computer to perform the aforementioned actions. Figures 1 to 6 The steps performed by the vehicle in the method described in the illustrated embodiment.

[0281] This application embodiment also provides a circuit system, the circuit system including a processing circuit, the processing circuit being configured to perform the aforementioned... Figures 1 to 6 The steps performed by the vehicle in the method described in the illustrated embodiment.

[0282] The planning data acquisition device provided in this application embodiment can specifically be a chip. The chip includes a processing unit, which may be, for example, a processor. Optionally, the chip also includes a communication unit, which may be, for example, an input / output interface, pins, or circuits. The processing unit can execute computer execution instructions stored in the storage unit to cause the chip to perform the above-mentioned tasks. Figures 1 to 8 The method described in the illustrated embodiment. Optionally, the storage unit is a storage unit within the chip, such as a register, cache, etc. The storage unit can also be a storage unit located outside the chip within the wireless access device, such as a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, random access memory (RAM), etc.

[0283] The processor mentioned above can be a general-purpose central processing unit, a microprocessor, an ASIC, or one or more integrated circuits used to control the execution of a program in the first aspect of the method.

[0284] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0285] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, and of course, it can also be implemented by special hardware including application-specific integrated circuits, special-purpose CLUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0286] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0287] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

Claims

1. A vehicle drive mode control method, applied to a vehicle, wherein the vehicle is a hybrid vehicle, characterized in that, The method includes: Obtain navigation information for the target path; Obtain the vehicle status information of the vehicle; If the vehicle has a power generation requirement, a target and a speed corresponding to the current scene of the vehicle are determined based on the vehicle status information and the navigation information. The target and speed are used to trigger the vehicle's drive mode to switch between series mode and parallel mode.

2. The method according to claim 1, characterized in that, The target parallel and series vehicle speeds include a first vehicle speed and a second vehicle speed, wherein the first vehicle speed is greater than or equal to the second vehicle speed, the first vehicle speed is used to trigger the vehicle's drive mode to switch from series mode to parallel mode, and the second vehicle speed is used to trigger the vehicle's drive mode to switch from parallel mode to series mode.

3. The method according to claim 2, characterized in that, The step of determining the target corresponding to the current scene of the vehicle and connecting the vehicle speed based on the vehicle status information and the navigation information includes: Based on the vehicle status information and the navigation information, the current scene of the vehicle is determined; Based on the current scene of the vehicle and the navigation information, a target start-stop speed corresponding to the current scene of the vehicle is determined; the target start-stop speed is used to trigger the vehicle's drive mode to switch between pure electric mode and series mode; The target is determined based on the current scene of the vehicle and the target's start and stop speed, and the vehicle speed is then connected in series.

4. The method according to claim 3, characterized in that, The target start-stop speed includes a third vehicle speed and a fourth vehicle speed, wherein the third vehicle speed is greater than or equal to the fourth vehicle speed, the third vehicle speed is less than the first vehicle speed, and the fourth vehicle speed is less than the second vehicle speed. The third vehicle speed is used to trigger the vehicle's drive mode to switch from pure electric mode to series mode, and the fourth vehicle speed is used to trigger the vehicle's drive mode to switch from series mode to pure electric mode.

5. The method according to claim 4, characterized in that, The step of determining the target and connecting the vehicle speed based on the current scene of the vehicle and the target start-stop speed includes: If the current scenario of the vehicle is the first scenario, the difference between the target parallel speed and the target start-stop speed is less than or equal to a first preset difference, so as to expand the parallel speed range; the parallel speed range is the speed range corresponding to the parallel mode, and the first scenario is the scenario in which the predicted driving speed of the vehicle is higher than the first speed threshold and the required power of the vehicle is less than or equal to the preset power threshold.

6. The method according to claim 5, characterized in that, In the first scenario, the road segment where the vehicle is located is classified as a highway or an urban expressway.

7. The method according to claim 5 or 6, characterized in that, The difference between the target parallel vehicle speed and the target start-stop speed is less than or equal to a first preset difference, including: The difference between the first vehicle speed and the third vehicle speed is less than or equal to the first preset difference; and / or, The difference between the second vehicle speed and the fourth vehicle speed is less than or equal to the first preset difference.

8. The method according to any one of claims 5 to 7, characterized in that, The difference between the first vehicle speed and the second vehicle speed is greater than or equal to the difference between the third vehicle speed and the second vehicle speed.

9. The method according to any one of claims 5 to 8, characterized in that, The step of determining the target and connecting the vehicle speed based on the current scene of the vehicle and the target start-stop speed includes: If the current scenario of the vehicle is the second scenario, the difference between the target parallel and series vehicle speed and the target start-stop speed is greater than or equal to the second preset difference, so as to expand the series vehicle speed range; the series vehicle speed range is the vehicle speed range corresponding to the series mode, and the second scenario is the scenario in which the predicted driving speed of the vehicle is lower than the second speed threshold and the required power of the vehicle is less than or equal to the preset power threshold.

10. The method according to claim 9, characterized in that, The second preset difference is greater than or equal to the first preset difference, and the second speed threshold is less than or equal to the first speed threshold.

11. The method according to claim 9 or 10, characterized in that, In the second scenario, the road section where the vehicle is located is classified as an urban non-expressway.

12. The method according to any one of claims 9 to 11, characterized in that, In the second scenario, the road condition of the section where the vehicle is located is congested.

13. The method according to any one of claims 9 to 12, characterized in that, The difference between the target parallel vehicle speed and the target start-stop speed is greater than or equal to a second preset difference, including: The difference between the first vehicle speed and the third vehicle speed is greater than or equal to the second preset difference; and / or, The difference between the second vehicle speed and the fourth vehicle speed is greater than or equal to the second preset difference.

14. The method according to any one of claims 5 to 13, characterized in that, The step of determining the target and connecting the vehicle speed based on the current scene of the vehicle and the target start-stop speed includes: If the current scenario of the vehicle is the third scenario, the difference between the target parallel and series vehicle speed and the target start-stop speed is greater than or equal to the third preset difference, so as to expand the series vehicle speed range; the series vehicle speed range is the vehicle speed range corresponding to the series mode, and the third scenario is the scenario in which the power demand of the vehicle is greater than the preset power threshold.

15. The method according to claim 14, characterized in that, The third preset difference is greater than or equal to the first preset difference.

16. The method according to claim 14 or 15, characterized in that, In the third scenario, the road conditions of the section where the vehicle is located are mountain roads.

17. The method according to any one of claims 14 to 16, characterized in that, The difference between the target parallel vehicle speed and the target start-stop speed is greater than or equal to a third preset difference, including: The difference between the first vehicle speed and the third vehicle speed is greater than or equal to the third preset difference; and / or, The difference between the second vehicle speed and the fourth vehicle speed is greater than or equal to the third preset difference.

18. The method according to any one of claims 3 to 17, characterized in that, The navigation information includes the predicted driving speed of each road segment in the target path. Determining the target start-stop speed corresponding to the current scene of the vehicle, based on the vehicle's current location and the navigation information, includes: The target start-stop speed is determined based on the current scene of the vehicle and the predicted driving speed of the road segment where the vehicle is currently located; wherein the target start-stop speed is positively correlated with the predicted driving speed of the road segment where the vehicle is currently located.

19. The method according to any one of claims 3 to 18, characterized in that, The vehicle status information includes the vehicle's current location, and the navigation information includes road condition information and predicted driving speed for the target route; determining the current scene of the vehicle based on the vehicle status information and the navigation information includes: The current scene of the vehicle is determined based on at least one of the vehicle's current speed, current location, road condition information, and predicted driving speed.

20. The method according to any one of claims 1 to 19, characterized in that, If the vehicle has a power generation requirement, before determining the target corresponding to the current scene of the vehicle based on the vehicle status information and the navigation information and connecting the vehicle speed, the method further includes: Based on the navigation information and the vehicle status information, determine whether the vehicle has a power generation requirement.

21. The method according to claim 20, characterized in that, The step of determining whether the vehicle has a power generation requirement based on the navigation information and the vehicle status information includes: Based on the navigation information and the vehicle status information, it is determined whether the available battery power of the vehicle is less than a first battery power, where the first battery power refers to the total power consumption required for the vehicle to travel on the target path in pure electric mode. If the available power is less than the first power, then it is determined that the vehicle has a power generation requirement; If the available power is greater than or equal to the first power, then it is determined that the vehicle has no need for power generation.

22. The method according to any one of claims 1 to 21, characterized in that, The method further includes: If the vehicle has no need for power generation, the driving mode of the vehicle is controlled to be pure electric mode.

23. An electronic device, characterized in that, The method includes a processor coupled to a memory storing program instructions, which, when executed by the processor, implement the method of any one of claims 1 to 12.

24. A vehicle, characterized in that, The method includes a processor coupled to a memory storing program instructions, which, when executed by the processor, implement the method of any one of claims 1 to 12.

25. A terminal device, characterized in that, The terminal device is a hybrid power terminal device, the terminal device includes a processor, the processor is coupled to a memory, the memory stores program instructions, and when the program instructions stored in the memory are executed by the processor, the method of any one of claims 1 to 12 is implemented.

26. A computer program product, characterized in that, The computer program product includes a program that, when run on a computer, causes the computer to perform the method as described in any one of claims 1 to 12.

27. A chip, characterized in that, The chip includes a processor for performing the steps of the method according to any one of claims 1 to 12.

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