Hybrid vehicle control method, device and equipment and storage medium

Abstract

The invention provides a hybrid vehicle control method, device and equipment and a storage medium, and the method comprises the steps that in response to stalling of a first motor of a hybrid vehicle in a pure electric driving mode of the hybrid vehicle, first driving force needed by the hybrid vehicle is obtained; in response to the fact that the maximum driving force of the first motor in the locked-rotor state is smaller than the first driving force, determining a second driving force based on the maximum driving force and the first driving force; the second driving force is used for assisting the first motor to drive the hybrid vehicle; controlling a second motor to output target driving force in a pure electric driving mode; the target driving force is determined based on the second driving force. Aiming at the conditions that the first motor is locked in the pure electric driving mode of the hybrid vehicle and the maximum driving force of the first motor in the locked-rotor state is smaller than the driving force required by the hybrid vehicle, the driving mode of the hybrid vehicle does not need to be switched, and the second motor is controlled to assist the first motor in driving the hybrid vehicle in the pure electric driving mode; the escape efficiency of the hybrid vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a hybrid vehicle control method, device, equipment and storage medium. BACKGROUND

[0002] In a pure electric driving mode of a hybrid vehicle, if a scene such as hill starting or sinking into a pit that needs large driving force to escape is encountered, a situation that the driving force output by a driving motor is less than the driving force required by the vehicle may occur, resulting in that the vehicle cannot escape.

[0003] At present, the driver needs to manually switch the driving mode (such as an oil-electric hybrid driving mode, an engine direct driving mode, etc.) to obtain stronger driving force to make the vehicle escape. However, the driving mode switching involves multiple links such as power source switching, torque coordination distribution and dynamic matching of power parameters, and there is a significant response delay, resulting in poor escape efficiency of the vehicle. SUMMARY

[0004] The main purpose of the embodiments of the present application is to provide a hybrid vehicle control method, device, equipment and storage medium, which aims to improve the escape efficiency of the vehicle.

[0005] The embodiments of the present application provide a hybrid vehicle control method, comprising: in response to a first motor of a hybrid vehicle being in a locked-rotor state in a pure electric driving mode of the hybrid vehicle, acquiring a first driving force required by the hybrid vehicle; in response to a maximum driving force of the first motor in the locked-rotor state being less than the first driving force, determining a second driving force based on the maximum driving force and the first driving force; the second driving force is used to assist the first motor to drive the hybrid vehicle; controlling a second motor to output a target driving force in the pure electric driving mode; the target driving force is determined based on the second driving force.

[0006] In an embodiment, before the controlling the second motor to output the target driving force in the pure electric driving mode, further comprising: acquiring a target counter-drag resistance of an engine of the hybrid vehicle; the target counter-drag resistance is used to represent a resistance required to be overcome by the second motor to operate the engine in a shutdown state of the engine; determining the target driving force based on the second driving force and the target counter-drag resistance.

[0007] In an embodiment, the acquiring the target counter-drag resistance of the engine of the hybrid vehicle comprises: determining the target counter-drag resistance based on a target shutdown angle of the engine; wherein the target shutdown angle is used to represent an angle position of a crankshaft of the engine in the shutdown state.

[0008] In one embodiment, after controlling the second motor to output the target driving force in the pure electric drive mode, the method further includes: in response to the first motor still being in the stalled state and the maximum driving force still being less than the first driving force, updating the target stopping angle and returning to the step of determining the target anti-drag resistance based on the engine's target stopping angle, until the first motor is out of the stalled state and / or the maximum driving force is greater than or equal to the first driving force.

[0009] In one embodiment, before determining the target anti-drag resistance based on the target stopping angle of the engine, the method further includes: obtaining the initial stopping angle of the engine; the initial stopping angle being the angle position of the crankshaft when the engine enters the stopping state; and determining the target stopping angle based on the initial stopping angle and the angle change during the historical anti-drag process after the engine enters the stopping state.

[0010] In one embodiment, before determining the target anti-drag resistance based on the target stopping angle of the engine, the method further includes: determining the target stopping angle based on the initial stopping angle of the engine; wherein the initial stopping angle is within a preset angle range; the preset angle range is the crankshaft angle range where the average anti-drag resistance of the engine is the smallest and the fluctuation amplitude of the anti-drag resistance is the smallest.

[0011] In one embodiment, the method further includes: acquiring pre-calibrated anti-drag resistance distribution data; the anti-drag resistance distribution data being used to characterize the change in the anti-drag resistance of the engine with the angular position of the crankshaft in the stopped state; and determining the preset angular range based on the anti-drag resistance distribution data.

[0012] In one embodiment, before obtaining the first driving force required by the hybrid vehicle in response to a stall of the first motor of the hybrid vehicle in the pure electric drive mode, the method further includes: controlling the engine to stop within the preset angle range in response to a stop command for the engine; and determining the actual stop angle of the engine within the preset angle range as the initial stop angle.

[0013] This application embodiment also provides a hybrid vehicle control device, the device including an acquisition module, a determination module, and a control module; the acquisition module is used to acquire a first driving force required by the hybrid vehicle in response to a stall in the pure electric drive mode of the hybrid vehicle; the determination module is used to determine a second driving force based on the maximum driving force and the first driving force in response to a maximum driving force of the first motor in the stall state being less than the first driving force; the second driving force is used to assist the first motor in driving the hybrid vehicle; the control module is used to control the second motor to output a target driving force in the pure electric drive mode; the target driving force is determined based on the second driving force.

[0014] This application also provides a hybrid vehicle control device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described hybrid vehicle control method.

[0015] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described hybrid vehicle control method.

[0016] This application provides a hybrid vehicle control method, device, equipment, and storage medium. In cases where the first motor stalls in the pure electric drive mode of the hybrid vehicle, and the maximum driving force of the first motor in the stalled state is less than the driving force required by the hybrid vehicle, there is no need to switch the driving mode of the hybrid vehicle. By controlling the second motor to assist the first motor in driving the hybrid vehicle in the pure electric drive mode, the efficiency of the hybrid vehicle in getting out of trouble can be improved. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating the hybrid vehicle control method provided in the embodiments of this application.

[0018] Figure 2 This is a schematic diagram of the anti-drag resistance distribution curve provided in the embodiments of this application.

[0019] Figure 3 This is a schematic diagram of the power system architecture provided in an embodiment of this application.

[0020] Figure 4 This is a schematic diagram of the specific process of the hybrid vehicle control method provided in the embodiments of this application.

[0021] Figure 5 This is a schematic diagram of the structure of the hybrid vehicle control device provided in the embodiments of this application.

[0022] Figure 6This is a schematic diagram of the structure of the hybrid vehicle control device provided in the embodiments of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0024] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the digit " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0025] The hybrid vehicle control method provided in this application can be applied to hybrid vehicle control equipment or the software of hybrid vehicle control equipment. The hybrid vehicle control equipment can be a vehicle, a terminal, or a server. In some embodiments, the terminal can be a smartphone, tablet computer, laptop computer, desktop computer, etc.; the server can be configured as an independent physical server, or as a server cluster or distributed system composed of multiple physical servers. The software can be an application that implements the hybrid vehicle control method, but is not limited to the above forms.

[0026] The hybrid vehicle control method provided in this application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] Please see Figure 1 The hybrid vehicle control method provided in this application embodiment may include: Step S101: In response to the first motor of the hybrid vehicle stalling in the pure electric drive mode of the hybrid vehicle, the first driving force required by the hybrid vehicle is obtained. Optionally, the first motor can be a drive motor used to drive the hybrid vehicle in pure electric drive mode. In pure electric drive mode, if the actual driving force output by the first motor is less than the first driving force required by the hybrid vehicle, the first motor will stall.

[0028] In practical implementation, the required first driving force for the hybrid vehicle can be determined based on the driving scenario of the hybrid vehicle. When the first motor stalls during a hill start, the required first driving force can be determined based on the slope of the hill and the mass of the hybrid vehicle. Specific implementation details are provided below and will not be elaborated here. When the first motor stalls during a mud trap escape scenario, the required first driving force can be determined based on the depth of the vehicle's wheels sinking into the mud and the mass of the hybrid vehicle.

[0029] Step S102: In response to the fact that the maximum driving force of the first motor in the stall state is less than the first driving force, a second driving force is determined based on the maximum driving force and the first driving force; the second driving force is used to assist the first motor in driving the hybrid vehicle. Optionally, the maximum driving force of the first motor in the stalled state can be a pre-set maximum safe driving force threshold under stall conditions to prevent the first motor from burning out due to overload in the stalled state.

[0030] In practice, when the first motor stalls in the pure electric drive mode of the hybrid vehicle, the maximum driving force of the first motor in the stall state can be compared with the first driving force required by the hybrid vehicle. If the maximum driving force of the first motor in the stall state is greater than or equal to the first driving force required by the hybrid vehicle, it indicates that the driving capability of the first motor in the stall state can meet the driving needs of the hybrid vehicle, and the hybrid vehicle can continue to be driven by the first motor without providing driving assistance. If the maximum driving force of the first motor in the stall state is less than the first driving force required by the hybrid vehicle, it indicates that the driving capability of the first motor in the stall state cannot meet the driving needs of the hybrid vehicle, and the hybrid vehicle can continue to be driven by the first motor while the second motor assists the first motor in driving the hybrid vehicle.

[0031] In practice, the second driving force can be determined directly by the first difference between the maximum driving force and the first driving force; alternatively, a coefficient can be added to the first difference to obtain the second driving force. Alternatively, the second driving force can be determined based on the actual driving force output by the first motor in a stalled state. For example, if the actual driving force output by the first motor reaches the maximum driving force, the second driving force can be determined based on the first difference between the maximum driving force and the first driving force; if the actual driving force output by the first motor does not reach the maximum driving force, the second driving force can be determined based on the sum of the first difference and the second difference. The second difference can be the difference between the actual driving force and the maximum driving force of the first drive motor.

[0032] Step S103: Control the second motor to output the target driving force in pure electric drive mode; the target driving force is determined based on the second driving force.

[0033] In practical implementation, the second driving force can be directly determined as the target driving force. Then, while maintaining the pure electric drive mode, the second motor can be controlled to output the target driving force to assist the first motor in driving the hybrid vehicle. Alternatively, the target driving force can be determined based on the second driving force and the resistance that the second motor needs to overcome to drag the engine. Then, while maintaining the pure electric drive mode, the second motor can be controlled to output the target driving force to assist the first motor in driving the hybrid vehicle. This can effectively suppress vibrations caused by the engine's drag resistance. For specific implementation details, please refer to the relevant descriptions below, which will not be described here.

[0034] This application embodiment addresses the situation where the first motor stalls in the pure electric drive mode of the hybrid vehicle, and the maximum driving force of the first motor in the stalled state is less than the driving force required by the hybrid vehicle. Without switching the driving mode of the hybrid vehicle, by controlling the second motor to assist the first motor in driving the hybrid vehicle in the pure electric drive mode, the efficiency of the hybrid vehicle in getting out of trouble can be improved.

[0035] In pure electric drive mode, the engine is in a stopped state without fuel injection or ignition. During the process of the second electric motor assisting in driving the hybrid vehicle, the engine will be dragged in reverse. In this process, the engine is equivalent to an air pump. The engine needs to overcome the following resistances to be dragged in reverse: mechanical friction resistance: frictional resistance between all moving parts such as piston and cylinder wall, crankshaft and bearing, valve mechanism, etc.; pumping loss: the work consumed to draw in air and expel exhaust gas; accessory consumption: the energy required to drive accessories such as oil pump and water pump; compression work: the energy consumed to compress the air in the cylinder during the compression stroke.

[0036] Taking the reverse drag resistance near the top dead center of a four-stroke, four-cylinder engine as an example, the change in reverse drag resistance near the top dead center of compression can be described as follows: a. Compression Stroke Start (approximately 180°~540°): The intake valve closes, and the piston begins to move upward, compressing the air in the cylinder. As the piston moves upward, the air is compressed, reducing the cylinder volume. The engine pressure and temperature continuously increase, generating a downward reaction force on the piston top. This reaction force is transmitted to the crankshaft via the connecting rod, manifesting as a resistance that hinders crankshaft rotation. Furthermore, the piston speed is fastest near the midpoint of the stroke and slowest near top dead center. Therefore, the drag resistance during this process increases continuously and steadily.

[0037] b. Approaching the top dead center of compression (around 540°): The piston is about to reach its highest point (top dead center). According to the lever principle, in order to overcome the huge gas pressure, the resistance that the reverse drag engine needs to overcome will increase sharply to a maximum value. When the piston reaches the top dead center, its speed is zero. It cannot easily "pass" the top dead center by relying on inertia. It needs to provide huge torque to "push it over". Therefore, the reverse drag resistance will reach its absolute peak near the top dead center.

[0038] c. After passing the top dead center, the power stroke begins (approximately 540° and above): The piston passes the highest point and begins to move downwards. The cylinder volume begins to increase, and the compressed high-pressure air expands rapidly. Its pressure on the piston top is converted into a thrust. At this time, this force also acts on the crankshaft through the connecting rod, but the direction changes to help the crankshaft rotate. During this process, the drag resistance will drop precipitously.

[0039] Based on this analysis, the engine's anti-drag process involves uneven anti-drag resistance, which inevitably gets transmitted to the wheel ends, causing vehicle vibration. If the vibration caused by the anti-drag engine can be suppressed during the process of the hybrid vehicle being assisted by the second motor to get out of trouble, the smoothness of the hybrid vehicle getting out of trouble can be effectively improved.

[0040] In one embodiment, before controlling the second motor to output the target driving force in pure electric drive mode in step S103, the hybrid vehicle control method provided in this application embodiment further includes: Obtain the target reverse drag resistance of the engine in the hybrid vehicle; the target reverse drag resistance is used to characterize the resistance that the second motor needs to overcome to reverse drag the engine when the engine is off. The target driving force is determined based on the second driving force and the target anti-drag resistance.

[0041] In practice, the intake manifold pressure of the engine can be input into the engine's pumping loss model to obtain the engine's target reverse drag resistance. The engine's target reverse drag resistance can also be determined based on the crankshaft's angular position when the engine is stopped. For details on the implementation, please refer to the relevant descriptions below, which will not be described here.

[0042] In practice, the target driving force can be determined by the sum of the second driving force and the target anti-drag resistance; alternatively, a coefficient can be added to the sum of the second driving force and the target anti-drag resistance to obtain the target driving force.

[0043] This application embodiment considers the vibration impact caused by the engine being dragged by the second motor during the process of the second motor assisting the first motor in driving the hybrid vehicle. By obtaining the target drag resistance of the hybrid vehicle's engine and determining the target driving force required by the second motor based on the second driving force and the target drag resistance, it can not only effectively assist the first motor in driving the hybrid vehicle and improve the vehicle's off-road efficiency, but also counteract the engine's drag resistance, thereby effectively suppressing the vibration caused by the engine's drag resistance and improving the smoothness of the hybrid vehicle's off-road performance.

[0044] In one embodiment, the above-mentioned method of obtaining the target anti-drag resistance of the hybrid vehicle's engine includes: Determine the target anti-drag resistance based on the engine's target stopping angle; The target stopping angle is used to characterize the angular position of the engine crankshaft when the engine is stopped.

[0045] In practice, the target anti-drag resistance can be obtained by using the engine's target stopping angle and looking up a pre-calibrated table of the correspondence between stopping angle and anti-drag resistance; alternatively, the engine's target stopping angle can be input into a model that has learned the relationship between stopping angle and anti-drag resistance to obtain the target anti-drag resistance.

[0046] The embodiments of this application determine the target anti-drag resistance based on the target stopping angle of the engine, which can improve the efficiency and accuracy of determining the target anti-drag resistance of the engine. This enables the control of the second motor to output the target driving force determined based on the target anti-drag resistance, thereby effectively improving the smoothness of the hybrid vehicle in getting out of trouble.

[0047] In one embodiment, after controlling the second motor to output the target driving force in pure electric drive mode in step S103 above, the hybrid vehicle control method provided in this application embodiment further includes: In response to the first motor still being stalled and the maximum driving force still being less than the first driving force, the target stop angle is updated, and the process returns to the step of determining the target anti-drag resistance based on the engine's target stop angle, until the first motor is out of stall and / or the maximum driving force is greater than or equal to the first driving force.

[0048] Considering that the stall state of the first motor and / or the first driving force required by the hybrid vehicle may change during a single escape process when the second motor assists the first motor in driving the hybrid vehicle, after controlling the second motor to output the target driving force in pure electric drive mode, the stall state of the first motor and the relationship between the maximum driving force and the first driving force required by the hybrid vehicle can be monitored.

[0049] If the first motor is detected to be still in a stalled state and the maximum driving force is still less than the first driving force, the latest stopping angle of the engine can be collected by the stopping angle sensor and the collected latest stopping angle can be determined as the updated target stopping angle; or the engine angle change can be calculated based on the operating parameters of the second motor during the operation of the reverse-draft engine, and the target stopping angle of the engine can be updated based on the angle change. Next, based on the updated target stopping angle, a new target anti-drag resistance can be determined, and a new second driving force can be determined based on the engine's maximum driving force in stalled state and the latest first driving force required by the hybrid vehicle. Then, based on the new second driving force and the new target anti-drag resistance, a new target driving force for the second motor can be determined. Finally, the second motor can be controlled to output the new target driving force. The above process is repeated until the first motor is out of stall and / or the maximum driving force is greater than or equal to the first driving force. This not only ensures the effectiveness of the second motor in assisting the hybrid vehicle to get out of trouble and improves the vehicle's extrication efficiency, but also ensures that the engine's anti-drag resistance is continuously offset during the assisted driving process, thereby continuously suppressing the vibration caused by the engine's anti-drag resistance and improving the smoothness of the hybrid vehicle's extrication.

[0050] If the first motor is detected to be out of the stall state and / or the maximum driving force is greater than or equal to the first driving force, the second motor can be controlled to stop working. This not only ensures the vehicle's ability to get out of trouble, but also minimizes unnecessary energy loss.

[0051] In one embodiment, before determining the target anti-drag resistance based on the target engine stopping angle, the hybrid vehicle control method provided in this application further includes: Obtain the initial stopping angle of the engine; the initial stopping angle is the angle position of the crankshaft when the engine enters the stopping state; The target stopping angle is determined based on the initial stopping angle and the angle change during the historical reverse towing process after the engine enters the stopping state.

[0052] In practical implementation, considering situations where the hybrid vehicle may need multiple assists to escape difficult conditions, such as a successful hill start followed by a stop on the slope requiring another hill start, or escaping from mud pit A only to fall into mud pit B, the target stopping angle can be determined based on the sum of the engine's initial stopping angle and the angle change during the historical reverse dragging process, to address the issue of historical reverse dragging after the engine enters the stopping state. Optionally, the engine's initial stopping angle can be obtained by acquiring the crankshaft's angular position when the engine enters the stopping state using the engine's crankshaft position sensor.

[0053] For example, after the engine enters the shutdown state, if the second motor has assisted in driving the hybrid vehicle i times, the target shutdown angle of the engine during the (i+1)th hill start can be determined based on the sum of the initial shutdown angle of the engine and the angle change of the engine during the previous i reverse towing processes. Optionally, i is a positive integer.

[0054] This application embodiment obtains the initial stopping angle of the engine and determines the target stopping angle based on the initial stopping angle and the angle change during the historical reverse drag process after the engine enters the stopping state. This ensures that the reverse drag resistance of the engine can be effectively offset during multiple assisted drive processes, thereby further improving the smoothness of the hybrid vehicle getting out of trouble.

[0055] In one embodiment, before determining the target anti-drag resistance based on the target engine stopping angle, the hybrid vehicle control method provided in this application further includes: Determine the target stopping angle based on the engine's initial stopping angle; The initial stopping angle is within the preset angle range; the preset angle range is the crankshaft angle range where the average value of the engine's anti-drag resistance is the smallest and the fluctuation range of the anti-drag resistance is the smallest.

[0056] In practical implementation, for situations where there is no historical reverse towing after the engine enters the shutdown state (i.e., when the second motor assists in driving the hybrid vehicle for the first time), the initial shutdown angle of the engine can be directly determined as the target shutdown angle. For situations where there is historical reverse towing after the engine enters the shutdown state, the target shutdown angle can be determined based on the sum of the initial shutdown angle of the engine and the angle change of the engine during the historical reverse towing process.

[0057] This application embodiment determines the target stopping angle based on the initial stopping angle within a preset turning angle range. This not only effectively suppresses the vibration caused by the engine's reverse drag resistance during the first assisted drive of the second motor, but also lays the foundation for the smoothness of subsequent multiple assisted drive processes, thereby effectively improving the smoothness of the hybrid vehicle's escape from trouble.

[0058] In one embodiment, the hybrid vehicle control method provided in this application further includes: Obtain pre-calibrated anti-drag resistance distribution data; the anti-drag resistance distribution data is used to characterize how the engine's anti-drag resistance changes with the crankshaft's angular position when the engine is stopped. Based on the anti-drag resistance distribution data, the preset turning angle range is determined.

[0059] In practice, the engine can be reverse-drafted during its entire working cycle while the engine is stopped, and the change of the engine's reverse-draft resistance with the crankshaft angle position can be statistically analyzed. Then, the average reverse-draft resistance and the fluctuation range of the reverse-draft resistance corresponding to multiple crankshaft angle ranges can be compared. Finally, the crankshaft angle range with the smallest average reverse-draft resistance and the smallest fluctuation range of the reverse-draft resistance can be determined as the preset angle range.

[0060] Taking a four-cylinder, four-stroke engine as an example, the variation of its drag resistance with the crankshaft angle during the entire engine working cycle (0°~720°) is shown in Table 1: Table 1. Correspondence between engine drag resistance and crankshaft rotation angle position

[0061] By fitting the data in Table 1, we can generate results such as... Figure 2 The anti-drag resistance distribution curve is shown. Analysis... Figure 2 As shown in the anti-drag resistance distribution curve, the engine's anti-drag resistance exhibits significant nonlinear characteristics. The mean anti-drag resistance is smallest and the fluctuation range is smallest when the crankshaft angle is within the ranges of 45°~135°, 225°~315°, 405°~495°, and 585°~675°, indicating relatively stable anti-drag resistance. Therefore, at least one of the angle ranges of 45°~135°, 225°~315°, 405°~495°, and 585°~675° can be determined as the aforementioned preset angle range.

[0062] This application embodiment obtains pre-calibrated anti-drag resistance distribution data and determines a preset turning angle range based on the anti-drag resistance distribution data, which can improve the accuracy of determining the preset turning angle range. This allows the initial stopping angle of the engine to be controlled within the preset turning angle range, which can not only effectively suppress the vibration caused by the engine's anti-drag resistance during the first auxiliary drive of the second motor, but also lay the foundation for the smoothness of subsequent auxiliary drive processes, thereby effectively improving the smoothness of the hybrid vehicle's escape from trouble.

[0063] In one embodiment, before step S101: obtaining the first driving force required by the hybrid vehicle in response to a stall in the pure electric drive mode of the hybrid vehicle, the hybrid vehicle control method provided in this application embodiment further includes: In response to a shutdown command for the engine, the engine is controlled to stop within a preset angle range; The actual stopping angle of the engine within the preset angle range is determined as the initial stopping angle.

[0064] In actual implementation, in order to ensure that the first reverse drag after the engine enters the shutdown state always occurs within the preset angle range, the crankshaft of the engine can be controlled to decelerate and brake upon receiving the engine shutdown command, and the angle position of the crankshaft can be monitored during the deceleration and braking process; if the angle position of the crankshaft is detected to be within the preset angle range and the rotation speed of the crankshaft is less than the preset speed, the crankshaft can be controlled to stop rotating and the engine can be shut down.

[0065] Next, the actual crankshaft position within a preset range can be collected by the crankshaft position sensor to obtain the actual engine stopping angle; and the actual engine stopping angle can be determined as the initial engine stopping angle.

[0066] This embodiment of the application, by responding to a stop command for the engine, controls the engine to stop within a preset angle range, and determines the actual stop angle of the engine within the preset angle range as the initial stop angle. This ensures that the initial stop angle of the engine is always within the preset angle range. This not only effectively suppresses the vibration caused by the engine's reverse drag resistance during the first auxiliary drive of the second motor, but also lays the foundation for the smoothness of subsequent auxiliary drive processes, thereby effectively improving the smoothness of the hybrid vehicle's escape from difficult situations.

[0067] Optionally, stalling occurs during a hill start for the hybrid vehicle. In one embodiment, obtaining the first driving force required by the hybrid vehicle in step S101 includes: Based on the slope of the ramp where the hybrid vehicle is located and the mass of the hybrid vehicle, the target resistance that the hybrid vehicle needs to overcome to start on the ramp is determined. Based on the target resistance, determine the first driving force.

[0068] Optionally, for the hill start scenario of hybrid vehicles, the target resistance may include at least one of rolling resistance and hill start resistance.

[0069] In practice, rolling resistance can be determined by multiplying the cosine of the slope of the ramp where the hybrid vehicle is located by the mass of the hybrid vehicle; and ramp resistance can be determined by multiplying the sine of the slope of the ramp where the hybrid vehicle is located by the mass of the hybrid vehicle.

[0070] Next, at least one of the rolling resistance and the ramp resistance can be determined as the target resistance; or the sum of the rolling resistance and the ramp resistance can be determined as the target resistance. Then, the target resistance can be directly determined as the first driving force required by the hybrid vehicle; or air resistance and acceleration resistance can be added to the target resistance to obtain the first driving force required by the hybrid vehicle.

[0071] In practice, the first driving force can be calculated using formula (1): F1 = F f + F w + F i + F j (1) Among them, F1 is the first driving force, F f For rolling resistance, F w For air resistance, F i For the slope resistance, F j To increase the resistance. Optionally, the rolling resistance F can be calculated using formula (2). f : F f = mg·f·cosɑ (2) Where m represents the mass of the hybrid vehicle, g is the gravitational acceleration, f is the rolling resistance coefficient, and α is the slope of the ramp where the hybrid vehicle is located; when the slope is small (e.g., α < 10°), cosα is approximately equal to 1, and formula (2) can be simplified to F f =mg·f. Considering that when the first motor of a hybrid vehicle stalls in the pure electric drive mode, the hybrid vehicle is generally in a low-speed condition with relatively small rolling resistance. In actual calculations, the resistance value of the sliding resistance curve of the hybrid vehicle at zero speed can be used as an equivalent substitute.

[0072] Alternatively, the air resistance F can be calculated using formula (3). w : F w = (1 / 2)·C d ·A·ρ·v²(3) Among them, C d ρ is the drag coefficient, reflecting the level of streamlined design of the vehicle body; A is the frontal area of ​​the vehicle, that is, the frontal projection area of ​​the vehicle body, which is generally between 1.8m² and 2.5m² for ordinary vehicles; ρ is the air density, which can be about 1.225 kg / m³ under standard atmospheric conditions; v is the vehicle speed.

[0073] Optionally, the ramp resistance F i This can refer to the component of gravity along the slope when a hybrid vehicle is driving on a slope. In practice, the slope resistance F can be calculated using formula (4). i : F i = mg·sinɑ (4) Optionally, acceleration resistance F j This can represent the additional resistance that a vehicle must overcome during acceleration due to the translational mass and the inertia of rotating components. In practice, the acceleration resistance F can be calculated using formula (5). j : F j =δ·m·a (5) Where δ is the vehicle rotational mass conversion factor (δ>1), used to equivalently account for the inertial torque generated by rotating components such as the engine, transmission, drive shaft, and wheels during acceleration; a is the vehicle acceleration (m / s²).

[0074] This application embodiment addresses the scenario where stalling occurs during a hybrid vehicle's hill start. Based on the slope of the hill where the hybrid vehicle is located and the mass of the hybrid vehicle, it determines the target resistance that the hybrid vehicle needs to overcome for hill start, and determines the first driving force required by the vehicle based on the target resistance. This improves the accuracy of determining the first driving force required by the vehicle, thereby improving the efficiency of controlling the second motor to assist the hybrid vehicle in getting out of trouble based on the first driving force.

[0075] The hybrid vehicle control method provided in this application embodiment can be applied to, for example... Figure 3 The powertrain architecture is shown below. Figure 3 As shown, the power battery supplies power to the first motor (which can be called the P2 motor) and the second motor (which can be called the P1 motor); the P2 motor is connected to the wheel; the P1 motor is connected to the engine and is connected to the wheel through the CO clutch.

[0076] In pure electric drive mode, the engine is off, and the wheels can be driven by the P2 motor. If the P2 motor stalls while driving the hybrid vehicle, and the maximum driving force of the P2 motor in the stalled state is less than the first driving force required by the hybrid vehicle, the CO clutch can be engaged while keeping the engine off. Simultaneously, the P1 motor assists the P2 motor in driving the wheels. When the P2 motor disengages from the stalled state, and / or when the maximum driving force of the P2 motor in the stalled state is greater than or equal to the first driving force required by the hybrid vehicle, the P1 motor can be stopped, and the CO clutch can be disengaged.

[0077] Please combine Figure 3 and Figure 4 Taking a hybrid vehicle hill start scenario as an example, the hybrid vehicle control method provided in this application embodiment may also include, but is not limited to, the following steps: Detect whether the hybrid vehicle is in a hill start scenario; In response to a scenario where a hybrid vehicle is starting on an incline, the system monitors whether the P2 motor is in a stalled state. In response to the P2 motor being in a stalled state, determine whether the maximum driving force of the P2 motor in the stalled state is greater than or equal to the first driving force required for the hybrid vehicle to start on a slope. If the maximum driving force is greater than or equal to the first driving force, the hybrid vehicle can start successfully when the actual driving force of the P2 motor is greater than the first driving force, meaning there is no need to control the P1 motor for auxiliary driving. If the maximum driving force is less than the first driving force, determine whether the engine is in a stopped state. If the engine is not stopped, the vehicle can start successfully by using a combination of engine and P2 motor, without the need to control P1 motor for auxiliary drive. If the engine is stopped, the target stopping angle of the engine can be obtained, and the target reverse drag of the engine can be calculated based on the target stopping angle of the engine. Based on the engine's target anti-drag resistance, the maximum driving force of the P2 motor in stalled state, and the first driving force required for the hybrid vehicle to start on a slope, calculate the target driving force of the P1 motor. Control the engagement of the CO clutch and control the output of the target driving force of the P1 motor to assist the P2 motor in driving the hybrid vehicle to start on a slope.

[0078] The specific implementation process of this embodiment can be found in the description of the above embodiments, and will not be repeated here.

[0079] In practice, the maximum driving force of the P2 motor can be determined based on its maximum torque and speed ratio; the target driving force can be converted into target torque based on the speed ratio of the P1 motor for output. Furthermore, the target stopping angle of the engine can be determined based on the engine's initial stopping angle, provided that the initial stopping angle is within a preset angle range.

[0080] Taking an engine speed ratio of 3.183 and a P2 motor speed ratio of 13.447 as an example, the relationship between the speeds of the P2 motor and the engine when the P2 motor is in a stalled state is shown in Table 2: Table 2. Correspondence between the rotational speeds of P2 motor and engine.

[0081] Based on the speed correspondence, when the stall speed of the P2 motor reaches 100 rpm, considering the torque interaction delay between the P2 motor and the P1 motor, as well as the clutch torque unloading response, the crankshaft angle position of the engine can be calculated based on a speed of 30 rpm.

[0082] Assuming the engine rotates from 0 rpm to 30 rpm within 1 second, and this process is a uniform acceleration process, the change in crankshaft angle of the engine can be calculated using formulas (6), (7), and (8): Average speed = (w0+ w1) / 2 = (0 + 30) / 2 = 15 rpm (6) The number of rotations N in 1 second = × t / 60 = 15 × 1 / 60 = 0.25 circles (7) The change in crankshaft angle within 1 second = N × 360° = 0.25 × 360° = 90° (8) Next, the crankshaft angle change within 1 second can be added to the initial engine stopping angle to obtain the target engine stopping angle when the reverse-dragging time reaches 1 second. Combined with... Figure 2 As shown in the anti-drag resistance distribution curve, if the initial stopping angle of the engine is within any of the ranges of 45°~135°, 225°~315°, 405°~495°, or 585°~675°, when the duration of a single anti-drag is less than 1 second (e.g., a few milliseconds), the change in crankshaft angle during a single anti-drag process will be less than 90°. Thus, based on the initial stopping angle, the target stopping angle of the engine after a single anti-drag may still be within the aforementioned preset angle range, thereby improving the smoothness of the hybrid vehicle's escape process.

[0083] In this embodiment, when the first motor stalls in the pure electric drive mode of the hybrid vehicle, and the maximum driving force of the first motor in the stalled state is less than the first driving force required by the hybrid vehicle, the second motor is controlled to provide auxiliary drive in pure electric drive mode. This eliminates the need to switch the hybrid vehicle's drive mode, improving the vehicle's traction efficiency and reducing the intervention range of the second motor, thus effectively minimizing the impact on the dynamic characteristics of the hybrid vehicle's powertrain. Furthermore, considering the vibration caused by the engine being dragged by the second motor during the auxiliary drive, the second motor outputs a driving force to counteract the engine's drag resistance, effectively suppressing the vibration caused by the engine's drag resistance and improving the smoothness of the hybrid vehicle's traction. Additionally, by controlling the engine to stop within a preset turning angle range, the vibration caused by the engine's drag resistance during the initial auxiliary drive is effectively suppressed, laying the foundation for smoothness in subsequent auxiliary drive processes, thereby effectively improving the smoothness of the hybrid vehicle's traction. Finally, this embodiment eliminates the need to add an Insulated Gate Bipolar Transistor (IGBT), a key component for motor stall conditions. The cost of enhancing the stall capability of IGBTs (Interactive Power Transistors) provides a solution that can significantly improve the ability of hybrid vehicles to get out of trouble in pure electric drive mode.

[0084] Please see Figure 5This application embodiment also provides a hybrid vehicle control device 500, which can implement the above-mentioned hybrid vehicle control method. The device 500 may include an acquisition module 501, a determination module 502, and a control module 503.

[0085] The acquisition module 501 can be used to acquire the first driving force required by the hybrid vehicle in response to the first motor of the hybrid vehicle stalling in the pure electric drive mode of the hybrid vehicle. The determining module 502 can be used to determine a second driving force based on the maximum driving force and the first driving force in response to the fact that the maximum driving force of the first motor in the stall state is less than the first driving force; the second driving force is used to assist the first motor in driving the hybrid vehicle; The control module 503 can be used to control the second motor to output the target driving force in pure electric drive mode; the target driving force is determined based on the second driving force.

[0086] The hybrid vehicle control device provided in this application embodiment can implement all the steps of the above-described hybrid vehicle control method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0087] This application also provides a hybrid vehicle control device, including a processor and a memory. The memory stores a program or instructions that can run on the processor. When the program or instructions are executed by the processor, they implement the various steps of the above-described hybrid vehicle control method embodiments and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0088] Figure 6 To illustrate the hardware structure of the hybrid vehicle control device according to an embodiment of this application, the hybrid vehicle control device includes: The processor 601 can be implemented using a general-purpose central processing unit (CPU), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application. The memory 602 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 602 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 602 and is called and executed by the processor 601 to execute the hybrid vehicle control method of the embodiments of this application. The input / output interface 603 is used to implement information input and output; The communication interface 604 is used to enable communication and interaction between the control equipment of this hybrid vehicle and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). Bus 605 transmits information between various components of the hybrid vehicle control device (e.g., processor 601, memory 602, input / output interface 603, and communication interface 604); The processor 601, memory 602, input / output interface 603 and communication interface 604 are connected to each other within the hybrid vehicle control device via bus 605.

[0089] The hybrid vehicle control device provided in this application embodiment can implement all the steps of the above-described hybrid vehicle control method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0090] This application also provides a computer-readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various steps of the above-described hybrid vehicle control method embodiments and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0091] The processor is the processor in the hybrid vehicle control device of the above embodiment. The computer-readable storage medium includes computer-readable storage media such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0092] This application also provides a chip, which includes a processor and a communication interface. The communication interface and the processor are coupled. The processor is used to run programs or instructions to implement the various steps of the above-described hybrid vehicle control method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0093] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0094] This application provides a computer program product, which is stored in a storage medium and executed by at least one processor to implement the various steps of the hybrid vehicle control method embodiment described above, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0095] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not delete other identical elements present in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0096] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better 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 computer software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0097] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A hybrid vehicle control method, characterized in that, include: In response to a stall in the pure electric drive mode of the hybrid vehicle, the first motor of the hybrid vehicle obtains the first driving force required by the hybrid vehicle. In response to the fact that the maximum driving force of the first motor in the stall state is less than the first driving force, a second driving force is determined based on the maximum driving force and the first driving force; The second driving force is used to assist the first motor in driving the hybrid vehicle; Control the second motor to output the target driving force in the pure electric drive mode; The target driving force is determined based on the second driving force.

2. The method as described in claim 1, characterized in that, Before controlling the second motor to output the target driving force in the pure electric drive mode, the method further includes: Obtain the target reverse drag resistance of the engine of the hybrid vehicle; the target reverse drag resistance is used to characterize the resistance that the second motor needs to overcome to reverse drag the engine when the engine is stopped. The target driving force is determined based on the second driving force and the target anti-drag resistance.

3. The method as described in claim 2, characterized in that, The process of obtaining the target anti-drag resistance of the engine of the hybrid vehicle includes: The target anti-drag resistance is determined based on the target stopping angle of the engine; The target stopping angle is used to characterize the angular position of the crankshaft of the engine in the stopped state.

4. The method as described in claim 3, characterized in that, After controlling the second motor to output the target driving force in the pure electric drive mode, the method further includes: In response to the first motor still being in the stalled state and the maximum driving force still being less than the first driving force, the target stopping angle is updated, and the process returns to the step of determining the target anti-drag resistance based on the engine's target stopping angle, until the first motor is out of the stalled state and / or the maximum driving force is greater than or equal to the first driving force.

5. The method as described in claim 3, characterized in that, Before determining the target anti-drag resistance based on the target stopping angle of the engine, the method further includes: Obtain the initial stopping angle of the engine; the initial stopping angle is the angle position of the crankshaft when the engine enters the stopping state; The target stopping angle is determined based on the initial stopping angle and the angle change of the engine during the historical reverse towing process after the engine enters the stopping state.

6. The method as described in claim 3, characterized in that, Before determining the target anti-drag resistance based on the target stopping angle of the engine, the method further includes: The target stopping angle is determined based on the initial stopping angle of the engine; The initial stopping angle is within a preset angle range; the preset angle range is the crankshaft angle range where the average anti-drag resistance of the engine is the smallest and the fluctuation range of the anti-drag resistance is the smallest.

7. The method as described in claim 6, characterized in that, The method further includes: Obtain pre-calibrated anti-drag resistance distribution data; the anti-drag resistance distribution data is used to characterize the change of the engine's anti-drag resistance with the crankshaft's angular position in the stopped state; Based on the anti-drag resistance distribution data, the preset turning angle range is determined.

8. The method as described in claim 6, characterized in that, Before the first motor of the hybrid vehicle stalls in the pure electric drive mode of the hybrid vehicle and obtains the first driving force required by the hybrid vehicle, the method further includes: In response to a shutdown command for the engine, the engine is controlled to operate within the preset angle range and then shut down; The actual stopping angle of the engine within the preset angle range is determined as the initial stopping angle.

9. A hybrid vehicle control device, characterized in that, The device includes an acquisition module, a determination module, and a control module; The acquisition module is used to acquire the first driving force required by the hybrid vehicle in response to the first motor of the hybrid vehicle stalling in the pure electric drive mode of the hybrid vehicle. The determining module is used to determine a second driving force based on the maximum driving force and the first driving force in response to the fact that the maximum driving force of the first motor in the stall state is less than the first driving force. The second driving force is used to assist the first motor in driving the hybrid vehicle; The control module is used to control the second motor to output the target driving force in the pure electric drive mode; The target driving force is determined based on the second driving force.

10. A hybrid vehicle control device, characterized in that, The device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the hybrid vehicle control method as described in any one of claims 1 to 8.

11. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the hybrid vehicle control method as described in any one of claims 1 to 8.

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