Vehicle control method, storage medium, controller and vehicle

Abstract

The invention relates to a vehicle control method, a storage medium, a controller and a vehicle, and the control method comprises the steps that a target working condition curve is determined from a plurality of preset working condition curves based on operation parameters of the vehicle and a preset priority sequence, and the working condition curve is the corresponding relation between engine power and rotating speed torque; and generating an engine target rotating speed and target torque control instruction according to the series power generation demand power of the vehicle and the target working condition curve. On the basis, the engine can be matched with the optimal power-rotating speed torque combination in any scene, the limitation that the working condition of the engine is fixed or single-dimension adjustment is broken through, and the balance capacity of power performance and economical efficiency is improved.

Description

Technical Field

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

[0002] In the field of vehicle power control, the engine, as the core power source, must balance power output, fuel economy, and hardware safety under complex and ever-changing operating conditions. Traditional engine control strategies typically employ a single or a small number of fixed operating condition curves, i.e., fixed power-speed-torque correspondences. This makes it difficult to dynamically adapt to diverse scenarios based on real-time operating parameters. When faced with different power demands, environmental conditions, or hardware states, it is prone to rigid adaptation, multi-scenario decision conflicts, and insufficient expansion compatibility, resulting in problems such as poor power response, high energy consumption, or chaotic control logic. Summary of the Invention

[0003] This application provides a vehicle control method, storage medium, controller, and vehicle to solve the problems caused by the use of a single or a small number of fixed operating condition curves in the engine control strategy in the prior art.

[0004] This application provides a vehicle control method, which includes: determining a target operating condition curve from multiple preset operating condition curves based on the vehicle's operating parameters and a preset priority order, wherein the operating condition curve is a correspondence between engine power and speed / torque; and generating target engine speed and target torque control commands based on the vehicle's series power generation demand and the target operating condition curve.

[0005] In one embodiment of this application, the target operating condition curve is the only operating condition curve with the highest priority among a plurality of preset operating condition curves, determined based on the vehicle's operating parameters.

[0006] In one embodiment of this application, the plurality of preset operating condition curves include at least two of the following: high-altitude operating condition curve, exhaust temperature protection operating condition curve, water temperature protection operating condition curve, economy priority operating condition curve, and power performance operating condition curve.

[0007] In one embodiment of this application, at least one of the plurality of preset operating condition curves is provided with a hysteresis interval. The hysteresis interval is determined based on a threshold of the vehicle's operating parameters, and is used to avoid the operating condition curve from frequently switching near the threshold of the operating parameters.

[0008] In one embodiment of this application, the plurality of preset operating condition curves are arranged in descending order of preset priority as follows: the high-altitude operating condition curve, the exhaust temperature protection operating condition curve, the water temperature protection operating condition curve, the economy priority operating condition curve, and the power performance operating condition curve.

[0009] In one embodiment of this application, determining the target operating condition curve from multiple preset operating condition curves based on the vehicle's operating parameters and a preset priority order includes: when no operating condition curve meets the determination condition, determining the current target operating condition curve as the power performance operating condition curve.

[0010] In one embodiment of this application, the operating parameters include a plateau coefficient, and determining the target operating condition curve includes: when the plateau coefficient is less than or equal to a first threshold plateau coefficient, determining the target operating condition curve as a plateau operating condition curve; when the plateau coefficient is greater than or equal to a second threshold plateau coefficient, not determining the plateau operating condition curve as the target operating condition curve; when the plateau coefficient is greater than the first threshold plateau coefficient and less than the second threshold plateau coefficient, maintaining the currently valid target operating condition curve determined based on the priority order; wherein, the first threshold plateau coefficient is less than the second threshold plateau coefficient.

[0011] In one embodiment of this application, the hysteresis interval of the plateau condition curve is the range between the first threshold plateau coefficient and the second threshold plateau coefficient.

[0012] In one embodiment of this application, the operating parameters include intake air temperature and engine exhaust temperature. When the high-altitude operating condition curve is not determined as the target operating condition curve, determining the target operating condition curve includes: when the intake air temperature is greater than or equal to a first threshold intake air temperature for a first threshold time, and the engine exhaust temperature is greater than or equal to the first threshold exhaust temperature, determining the exhaust temperature protection operating condition curve as the target operating condition curve; when the intake air temperature is less than or equal to a second threshold intake air temperature, or the engine exhaust temperature is less than or equal to a second threshold exhaust temperature for a second threshold time, not determining the exhaust temperature protection operating condition curve as the target operating condition curve; when the intake air temperature is greater than the second threshold intake air temperature and less than the first threshold intake air temperature, or the engine exhaust temperature is greater than the second threshold exhaust temperature and less than the first threshold exhaust temperature, maintaining the currently valid target operating condition curve determined based on the priority order; wherein, the first threshold intake air temperature is greater than the second threshold intake air temperature, and the first threshold exhaust temperature is greater than the second threshold exhaust temperature.

[0013] In one embodiment of this application, the hysteresis range of the exhaust temperature protection condition curve includes: the range between the first threshold intake temperature and the second threshold intake temperature; and / or the range between the first threshold exhaust temperature and the second threshold exhaust temperature.

[0014] In one embodiment of this application, the operating parameters include the coolant temperature at the engine thermostat and the battery SOC, and the high-altitude operating condition curve and the exhaust temperature protection operating condition curve are not determined as the target operating condition curve. Determining the target operating condition curve includes: when the coolant temperature at the engine thermostat is greater than or equal to a first threshold cooling temperature, and the battery SOC is less than or equal to the first threshold SOC, determining the coolant temperature protection operating condition curve as the target operating condition curve; when the coolant temperature at the engine thermostat is less than or equal to a second threshold cooling temperature, or the battery SOC is greater than or equal to the second threshold SOC, not determining the coolant temperature protection operating condition curve as the target operating condition curve; when the coolant temperature at the engine thermostat is less than the first threshold cooling temperature and greater than the second threshold cooling temperature, and the battery SOC is greater than the first threshold SOC and less than the second threshold SOC, maintaining the currently valid target operating condition curve determined based on the priority order; wherein, the first threshold cooling temperature is greater than the second threshold cooling temperature, and the first threshold SOC is less than the second threshold SOC.

[0015] In one embodiment of this application, the hysteresis range of the water temperature protection operating condition curve includes: the range between the first threshold cooling temperature and the second threshold cooling temperature, and / or the range between the first threshold SOC and the second threshold SOC.

[0016] In one embodiment of this application, the operating parameters include battery SOC, the vehicle's current speed, and the vehicle's horizontal tilt angle. The high-altitude operating condition curve, the exhaust temperature protection operating condition curve, and the coolant temperature protection operating condition curve are not determined as the target operating condition curve. Determining the target operating condition curve includes: when the battery SOC is greater than or equal to a third threshold SOC, the current speed is less than or equal to a first threshold speed, and the vehicle's horizontal tilt angle is less than or equal to a first threshold horizontal tilt angle, the economy-priority operating condition curve is determined as the target operating condition curve; when the battery SOC is less than or equal to a fourth threshold SOC, or the current speed is greater than or equal to a second threshold speed, or the... When the horizontal tilt angle is greater than or equal to the second threshold horizontal tilt angle, the economic priority operating condition curve is not determined as the target operating condition curve; when the battery SOC is greater than the fourth threshold SOC and less than the third threshold SOC, or the current vehicle speed is greater than the first threshold vehicle speed and less than the second threshold vehicle speed, or the horizontal tilt angle is greater than the first threshold horizontal tilt angle and less than the second threshold horizontal tilt angle, the current effective target operating condition curve determined based on the priority order is maintained; wherein, the third threshold SOC is greater than the fourth threshold SOC, the first threshold vehicle speed is less than the second threshold vehicle speed, and the first threshold horizontal tilt angle is less than the second threshold horizontal tilt angle.

[0017] In one embodiment of this application, the hysteresis range of the economy priority operating condition curve includes: the range between the third threshold SOC and the fourth threshold SOC, and / or the range between the first threshold vehicle speed and the second threshold vehicle speed, and / or the range between the first threshold horizontal tilt angle and the second threshold horizontal tilt angle.

[0018] In one embodiment of this application, the currently valid target operating condition curve is a unique operating condition curve or an initial default curve that has been determined based on the priority order.

[0019] In one embodiment of this application, the series power generation demand is determined based on the vehicle's wheel-end drive demand, the vehicle's current speed, battery SOC, and the vehicle's horizontal tilt angle.

[0020] In one embodiment of this application, the power-speed-torque combination relationship of the operating condition curve is determined by actual vehicle calibration or simulation point selection.

[0021] Accordingly, embodiments of this application provide a controller, including one or more processors and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the processor performs the steps of any of the vehicle control methods described above.

[0022] Accordingly, embodiments of this application provide a storage medium storing a computer program, which, when running, executes the vehicle control method as described above.

[0023] Accordingly, this application provides a vehicle including the controller described above.

[0024] This application provides a vehicle control method, storage medium, controller, and vehicle. By pre-setting multiple operating condition curves to cover different operating requirements and dynamically selecting based on the vehicle's real-time operating parameters, the engine can match the optimal power-speed-torque combination in any scenario. This breaks the limitations of fixed or single-dimensional adjustment of engine operating conditions, improves the balance between power performance and economy, and pre-sets priority order to clarify the decision rules when multiple scenarios overlap, avoids control conflicts, ensures the stability of engine operation under complex conditions, reduces the risk of failure caused by strategy confusion, and enhances the reliability, adaptability, and overall efficiency of vehicle operation. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a flowchart illustrating one embodiment of the vehicle control method of this application;

[0027] Figure 2 This is a schematic diagram of one embodiment of the vehicle control device of this application;

[0028] Figure 3 This is a schematic diagram of one embodiment of the controller in this application. Detailed Implementation

[0029] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0030] In the description of this application, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0031] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0032] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0033] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, 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, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0034] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0035] Before describing the implementation methods of this application, let's first introduce the relevant concepts involved in the implementation methods of this application. Among them, engine series power generation means that under specific working conditions, such as in a range-extended electric vehicle, the engine does not directly drive the wheels, but only drives the generator to generate electricity. The engine and the generator form a "series" energy transfer path, that is, engine → generator → battery / drive motor.

[0036] Engine operating condition selection: In the field of engine control, engine operating condition selection refers to selecting a specific combination of speed and torque from a preset "operating condition combination table" based on the vehicle's real-time operating environment, state parameters, and control objectives. This aims to achieve optimal engine operation under the current scenario, such as meeting requirements for economy, power, and thermal protection. Simply put, it's about "selecting" the engine's operating speed and torque output under current conditions.

[0037] Operating condition curve: This refers to the core technical characteristic characterizing the engine's operating state. It is a table or function showing the correspondence between engine power, speed, and torque, used to guide the engine in outputting target speed and torque under different power demands. It is the basis for determining the target operating state in vehicle control methods. In the specific embodiments of this application, it can also be represented by a generator line, which is a subordinate concept of the operating condition curve. It is a specific operating condition curve optimized for specific scenarios such as high-altitude environments, high-temperature protection, and economic optimization. The generator line inherits the core attribute of the power-speed-torque correspondence of the operating condition curve, but its speed and torque combination has been calibrated for specific scenarios. For example, the high-altitude generator line reduces power attenuation at high altitudes, and the high exhaust temperature generator line limits exhaust temperature from exceeding the threshold, used to prioritize vehicle safety, efficiency, or performance under specific operating conditions.

[0038] Please see Figure 1 , Figure 1 This is a flowchart illustrating one embodiment of the vehicle control method of this application, as shown below. Figure 1 The vehicle control method of this application includes the following steps:

[0039] S100 determines the target operating condition curve from multiple preset operating condition curves based on the vehicle's operating parameters and preset priority order. The operating condition curve is the correspondence between engine power and speed and torque.

[0040] In the vehicle series power generation mode, the power generation line, i.e., the operating condition curve in this application, is the core control basis for the engine operating condition landing point. Essentially, it is a preset "power-speed-torque correspondence table." The vehicle's power generation demand is the input condition that triggers the operating condition curve and determines the specific speed and torque. These three elements form a precise control logic through "demand power lookup table matching." In other words, the operating condition curve in this application is a pre-calibrated parameter table for different scenarios, such as high altitude, high temperature, and fuel economy. Each row in the table corresponds to a fixed power value and matches a unique combination of speed and torque. After determining the currently active operating condition curve and the vehicle's power generation demand, the unique target speed and torque can be obtained by looking up the table.

[0041] Furthermore, the target operating condition curve in this application is the only operating condition curve with the highest priority among multiple preset operating condition curves, determined based on the vehicle's operating parameters. In other words, in actual vehicle operation, there may be scenarios where multiple operating condition curves simultaneously meet the activation conditions. For example, at a certain moment, both the activation conditions of the economy curve and the activation conditions of the power performance curve may be met. In this case, by using the rule of highest priority and uniqueness, it is clear that even if multiple curves meet the conditions, only the one with the highest priority will be selected. This ensures the uniqueness and determinism of the operating condition selection and avoids unstable engine operation under multiple conflicting objectives.

[0042] Furthermore, the multiple preset operating condition curves include at least two of the following: high-altitude operating condition curve, exhaust temperature protection operating condition curve, water temperature protection operating condition curve, economy priority operating condition curve, and power performance operating condition curve.

[0043] Furthermore, in this application's embodiments, at least one of the multiple preset operating condition curves is provided with a hysteresis interval. The hysteresis interval is determined based on a threshold value of the vehicle's operating parameters, used to avoid frequent switching of the operating condition curve near the threshold value of the operating parameters. It is understood that vehicle operating parameters, such as altitude coefficient, intake air temperature, and SOC, are not absolutely stable during actual driving, but rather fluctuate slightly due to environmental changes, such as minor fluctuations in altitude, instantaneous temperature changes, or measurement errors. If only a single threshold value is used to judge the slight fluctuations in operating condition switching parameters near that threshold, it will lead to frequent switching of the operating condition curve. This application, through the hysteresis interval, can avoid frequent switching of operating conditions caused by slight fluctuations in parameters, reduce sudden changes in engine speed / torque, reduce mechanical wear, and improve control smoothness and system lifespan.

[0044] Furthermore, in a practical application scenario of this application, multiple preset operating condition curves are arranged in descending order of preset priority as follows: high-altitude operating condition curve, exhaust temperature protection operating condition curve, water temperature protection operating condition curve, economy-priority operating condition curve, and power performance operating condition curve. This priority grading ensures safety protection in harsh environments, such as prioritizing high-altitude power compensation and high-temperature heat damage prevention, while also considering economy and power performance in conventional scenarios, achieving a balance between safety and performance.

[0045] Furthermore, the vehicle's operating parameters may include at least one of the following: altitude coefficient, intake air temperature, engine exhaust temperature, coolant temperature at the engine thermostat, battery SOC (State of Charge), vehicle speed, and vehicle horizontal tilt angle.

[0046] The plateau coefficient is a parameter calculated by the engine control module (ECU) based on the real-time atmospheric pressure of the vehicle's environment. It is used to quantify the degree to which the ambient air pressure deviates from the standard atmospheric pressure (plain environment). In this embodiment, the plateau coefficient serves as a quantitative indicator for determining whether the vehicle is in a plateau environment, providing a basis for engine operating point control and ensuring the stability, safety, and power performance of the engine in low-pressure environments.

[0047] Engine intake air temperature refers to the temperature of air entering the cylinder after passing through the filter, turbocharger, and intercooler in the engine intake system; it is the initial temperature of the air entering the combustion chamber.

[0048] Engine exhaust temperature is the temperature at which the high-temperature exhaust gas is discharged through components such as the exhaust manifold, three-way catalytic converter, and particulate filter (GPF) after the fuel is burned in the combustion chamber. Its value is affected by factors such as fuel injection quantity, intake air quantity, combustion efficiency, load size, and ambient temperature.

[0049] Among them, engine intake temperature and exhaust temperature are two core thermal parameters that reflect the engine's operating status. They are interrelated yet each has its own independent role, jointly affecting the engine's combustion efficiency, power performance, emission levels, and hardware safety.

[0050] The engine thermostat coolant temperature refers to the temperature of the engine coolant at the inlet or outlet of the thermostat. It is a core indicator reflecting the engine's thermal management status and is directly related to the engine's normal starting, operating efficiency, hardware protection, and overall vehicle energy consumption.

[0051] Among them, the battery SOC reflects the remaining battery power and determines the intensity of series power generation demand. For example, when the SOC is low, the power generation needs to be increased. It is also one of the triggering conditions for the water temperature protection operating condition curve and the economic priority operating condition curve.

[0052] Among them, the vehicle horizontal tilt angle reflects the vehicle's driving slope (such as climbing / going downhill). When the slope is small, the economy mode is prioritized, and when the slope is large, the performance mode is switched to meet the power demand.

[0053] S200 generates target engine speed and target torque control commands based on the vehicle's series power generation demand and target operating condition curve.

[0054] Understandably, after selecting the target operating condition curve for vehicle series power generation, the VCU generates engine target speed and target torque control commands based on the current power generation demand of the whole vehicle series power generation and the target operating condition curve, thereby controlling the engine operating condition landing point.

[0055] The power demand for series power generation of the vehicle can be determined by the power demand for the entire wheel-end drive, the power of the low-voltage accessories, the current vehicle speed, the battery SOC, and the vehicle's horizontal tilt angle.

[0056] In the specific implementation of this application, the power demand for vehicle driving is first calculated based on the vehicle's current speed, current gradient, and acceleration requirements. The real-time power consumption of low-voltage accessories such as air conditioning and lights is then added to obtain the total energy demand of the vehicle. The power demand is then dynamically adjusted in conjunction with the current battery SOC. If the SOC is high, the battery can handle part of the power output, and the required power generation is reduced accordingly. If the SOC is low, the power generation needs to be increased to make up for the battery output gap in order to avoid over-discharge of the battery. Finally, the engine target power generation is formed by compensating for system losses to match the real-time operating conditions, thereby achieving precise control of "power generation on demand".

[0057] Furthermore, based on the selected target operating condition curve (the correspondence table / curve of power-speed-torque), the VCU searches for the speed-torque combination that matches the required power generation in the operating condition curve. The final target speed and target torque control commands are sent to the engine controller (ECU), so that the actual "speed-torque point" of the engine, that is, the operating condition landing point, falls precisely within the range specified by the target power generation line, thereby realizing on-demand power generation.

[0058] Understandably, by comprehensively considering the vehicle's drive power demand, current SOC, and low-voltage accessory power to determine the required power generation, it is possible to achieve a precise match between engine power generation and the vehicle's energy demand. This ensures sufficient drive power and normal operation of low-voltage accessories, while also dynamically adjusting the power generation intensity based on battery charge to avoid ineffective power generation or over-discharge. This improves energy efficiency and reduces energy consumption while protecting core engine and battery components, balancing vehicle power performance, range, and operational reliability, and adapting to the energy management needs of complex operating conditions and environments.

[0059] The above implementation method covers different operating requirements by pre-setting multiple operating condition curves and dynamically selecting based on the vehicle's real-time operating parameters, enabling the engine to match the optimal power-speed-torque combination in any scenario. This breaks the limitations of fixed or single-dimensional adjustment of engine operating conditions, improves the balance between power performance and economy, and pre-sets priority order to clarify the decision rules when multiple scenarios overlap, avoids control conflicts, ensures the stability of engine operation under complex conditions, reduces the risk of failure caused by strategy confusion, and enhances the reliability, adaptability and overall efficiency of vehicle operation.

[0060] By combining the preset operating condition curve with the power demand of series power generation, dynamic matching of the engine operating range is achieved, which can not only ensure power generation efficiency, but also flexibly cope with different environmental challenges (such as high altitude and high temperature) by switching the operating condition curve, thereby improving the adaptability and stability of engine operation.

[0061] The specific implementation method of the vehicle control method of this application is described in detail below:

[0062] This application specifies the exact type of the preset operating condition curve to ensure coverage of the full range of requirements for "severe environmental thermal protection" and "normal environmental economic / performance optimization". In specific application scenarios, the operating condition curve can be selectively configured according to the actual application scenario of the vehicle, without specific limitations here.

[0063] Understandably, the operating condition curve used in practical applications is unique and must be selected step by step according to a preset priority order; if the condition is not met, the selection continues downwards. Furthermore, the core logic of the operating condition curve priority order setting in this application is that safety / reliability takes precedence over economy / performance. This ensures that in harsh environments (such as high altitudes, high exhaust temperatures, and high coolant temperatures), thermal protection curves are activated first to avoid engine thermal damage risks due to harsh environments, thus ensuring driving safety. In other words, the explicitness of the priority avoids logical conflicts when switching between multiple curves, improving the stability and executability of the control strategy.

[0064] I. High-altitude operating condition curve --- highest priority

[0065] The high-altitude operating condition curve is the highest priority because the low air pressure at high altitudes has the most direct impact on engine stability, and ensuring basic operational capabilities must be prioritized. The determination of the high-altitude operating condition curve relies on the high-altitude coefficient in the vehicle's operating parameters. This coefficient is calculated in real-time by the engine control module based on atmospheric pressure, and its range is 0-1. The closer the value is to 1, the closer it is to a plain environment, i.e., standard atmospheric pressure, and its value directly reflects the degree of air thinning in the engine's environment. Specifically, the VCU receives the high-altitude coefficient sent to the bus by the engine control module and performs the following judgment:

[0066] 1. When the plateau coefficient is less than or equal to the first threshold plateau coefficient, the target operating condition curve is determined to be the plateau operating condition curve.

[0067] 2. When the plateau coefficient is greater than or equal to the second threshold plateau coefficient, the plateau condition curve will not be determined as the target condition curve.

[0068] 3. When the plateau coefficient is greater than the first threshold plateau coefficient and less than the second threshold plateau coefficient, the current effective target working condition curve based on the priority order is maintained. The current effective target working condition curve is either the unique working condition curve based on the priority order or the initial default curve.

[0069] Among them, the first threshold plateau coefficient is less than the second threshold plateau coefficient.

[0070] Among them, the hysteresis interval of the plateau condition curve is the range between the first threshold plateau coefficient and the second threshold plateau coefficient.

[0071] In a specific embodiment, the first threshold plateau coefficient and the second threshold plateau coefficient can be set according to actual conditions, and are not specifically limited here, as long as the first threshold plateau coefficient is less than the second threshold plateau coefficient. In one application scenario of this application, the first threshold plateau coefficient can be 0.85, and the second threshold plateau coefficient can be 0.87. When the actually calculated plateau coefficient is less than or equal to 0.85, it indicates that the vehicle is in a high-altitude, low-pressure environment, that is, an environment with thin air. At this time, the target operating condition curve is forcibly switched to the plateau operating condition curve to ensure that the vehicle's series power generation needs can still be met under low air pressure, and to avoid battery depletion due to insufficient power generation.

[0072] Among these measures, the engine speed-torque combination relationship was calibrated through real-vehicle testing in high-altitude environments. At different altitudes—corresponding to different altitude coefficients—the engine's stable operating range under various power demands was tested to ensure that intake air volume, combustion efficiency, and heat dissipation were matched to the low-pressure environment. This resulted in a dedicated operating point curve table, ensuring combustion efficiency and preventing insufficient power or overheating.

[0073] Furthermore, when the calculated altitude coefficient is greater than or equal to 0.87, it indicates that the vehicle is in a low-altitude / plain environment. In this case, the engine does not need to be limited by high-altitude conditions, and there is no need to reduce torque or maintain excessively high speeds. After exiting the high-altitude operating condition curve, other operating condition curves can be activated in a preset priority order.

[0074] Furthermore, when the plateau coefficient is greater than the first threshold plateau coefficient of 0.85 and less than the second threshold plateau coefficient of 0.87, a hysteresis interval (0.85-0.87) is formed. When the plateau coefficient fluctuates within this interval, the current effective target operating condition curve based on the priority order is maintained. For example, if the vehicle is driving on a plain with a plateau coefficient of 0.9, the plateau operating condition curve is not activated, and the current effective target operating condition curve is the economy priority operating condition curve (assuming that the activation conditions of the economy curve are met at this time). As the vehicle gradually climbs uphill into the plateau transition zone, the plateau coefficient gradually decreases. When the plateau coefficient is 0.86, i.e., between 0.85 and 0.87, the plateau operating condition curve is not triggered because the activation threshold of less than 0.85 has not been reached; at the same time, because it is not greater than the exit threshold of 0.87, the current state is not changed. This avoids frequent curve switching due to fluctuations in the plateau coefficient within the hysteresis interval.

[0075] For example, when a vehicle is driving on a plateau, the plateau coefficient is 0.83, and the plateau operating condition curve is activated. The current effective target operating condition curve is the plateau operating condition curve. As the vehicle gradually descends the slope back to the plains, the plateau coefficient gradually increases. When the plateau coefficient reaches 0.86, although it exceeds the activation threshold of 0.85, it does not reach the exit threshold of 0.87. Therefore, the current effective target operating condition curve remains the plateau operating condition curve, avoiding immediate exit from the plateau protection mode due to brief fluctuations in the plateau coefficient within the hysteresis range.

[0076] In this embodiment of the application, by designing a hysteresis interval, it is possible to avoid the frequent activation / deactivation of the plateau condition curve due to small fluctuations in the plateau coefficient around a single threshold, such as when the vehicle is traveling back and forth at the altitude critical point. This reduces the drastic fluctuations in engine operating conditions and improves operational stability and comfort.

[0077] Understandably, among all operating condition curves, the high-altitude operating condition curve has the highest priority. That is, as long as the high-altitude coefficient is ≤0.85, the high-altitude operating condition curve is used first, regardless of other conditions. This is because the low air pressure at high altitudes has the most direct and significant impact on engine performance. If it is not controlled first, it may lead to power failure or hardware damage.

[0078] II. Exhaust Temperature Protection Operating Condition Curve - Second Highest Priority

[0079] The exhaust temperature protection curve has the second highest priority after the high-altitude curve, because overheating of the exhaust system directly threatens the lifespan of aftertreatment components, so temperature control must be prioritized in non-high-altitude environments. The purpose is to prevent excessively high exhaust temperatures under high-temperature intake and high-load conditions, such as overheating, aging, or failure of components like the exhaust manifold, GPF, and three-way catalytic converter, while also considering power generation efficiency in addition to temperature control.

[0080] Understandably, when the high-altitude operating condition curve is not identified as the target operating condition curve, it is necessary to further determine whether the exhaust temperature protection operating condition curve is the target operating condition curve, and confirm this by using the intake air temperature and engine exhaust temperature parameters in the vehicle operating parameters, as follows:

[0081] 1. When the intake air temperature is greater than or equal to the first threshold intake air temperature for a duration of the first threshold, and the engine exhaust temperature is greater than or equal to the first threshold exhaust temperature, the exhaust temperature protection condition curve is determined as the target condition curve.

[0082] 2. When the intake air temperature is less than or equal to the second threshold intake air temperature, or the engine exhaust temperature is less than or equal to the second threshold exhaust temperature, and this condition persists for the second threshold time, the exhaust temperature protection condition curve shall not be determined as the target condition curve.

[0083] 3. When the intake air temperature is greater than the second threshold intake air temperature and less than the first threshold intake air temperature, or when the engine exhaust temperature is greater than the second threshold exhaust temperature and less than the first threshold exhaust temperature, the current effective target operating condition curve based on the priority order is maintained.

[0084] Among them, the first threshold intake temperature is greater than the second threshold intake temperature, and the first threshold exhaust temperature is greater than the second threshold exhaust temperature.

[0085] The hysteresis range of the exhaust temperature protection operating condition curve includes: the range between the first threshold intake temperature and the second threshold intake temperature; and / or the range between the first threshold exhaust temperature and the second threshold exhaust temperature.

[0086] In the specific application scenario of this application, the first threshold intake temperature and the second threshold intake temperature can be set according to actual conditions, and are not specifically limited here, as long as the first threshold intake temperature is greater than the second threshold intake temperature. Similarly, the first threshold exhaust temperature and the second threshold exhaust temperature can also be set according to actual conditions, as long as the first threshold exhaust temperature is greater than the second threshold exhaust temperature. In one specific application scenario of this application, the first threshold intake temperature can be set to 45℃, the second threshold intake temperature can be set to 35℃, the first threshold exhaust temperature can be set to 850℃, and the second threshold exhaust temperature can be set to 750℃. The first threshold time and the second threshold time can be the same or different, and are not specifically limited here. In this application, the first threshold time and the second threshold time are set to be the same and both are 30 seconds.

[0087] When the intake air temperature is greater than or equal to 45°C for 30 seconds and the engine exhaust temperature is greater than or equal to 850°C, it indicates that the current environment is high temperature and the exhaust system is close to the risk of overheating. At this time, the exhaust temperature protection condition curve should be used as the target condition curve to avoid overheating and damage to the exhaust system hardware.

[0088] Furthermore, when the intake air temperature is less than or equal to 35°C, or the engine exhaust temperature is less than or equal to 750°C, and this condition persists for 30 seconds, it indicates that the high-temperature environment has disappeared and the risk of heat damage has been eliminated. At this point, the exhaust temperature protection condition curve should be exited, and other condition curves can be activated according to the preset priority order.

[0089] Furthermore, when the exhaust temperature and intake temperature are within the hysteresis range, such as intake temperature 35-45℃ and exhaust temperature 750-850℃, the system maintains the current effective operating condition curve, neither activating nor deactivating protection, avoiding protection oscillations caused by minor fluctuations and reducing sudden changes in engine speed / torque.

[0090] Optionally, in this embodiment of the application, the exhaust temperature protection operating condition curve can be obtained by calibration of a real vehicle, as follows:

[0091] Data Acquisition: Sensors were placed at locations such as the engine exhaust manifold, GPF, and three-way catalytic converter to obtain measured values ​​of engine exhaust temperature. A full-vehicle engine temperature scan was performed near three high intake air temperatures: T1 = 55℃, T2 = 60℃, and T3 = 65℃. This yielded engine exhaust temperature model data and measured engine exhaust temperature data, with engine speed and indicated torque as variables, at different intake air temperatures.

[0092] Data filtering: Points in the data that exceed the hardware boundary temperature T4 (950℃) are removed, resulting in a series of selected data points that meet the hardware boundary protection temperature T4. An example table is shown below:

[0093]

[0094] Simulation optimization: Combining the universal characteristic curve of the engine at high temperature (speed-torque-thermal efficiency relationship), the operating points are selected under the two dimensions of "exhaust temperature ≤ 950℃" and "thermal efficiency as high as possible" through difference / smoothing processing, and an exhaust temperature protection operating condition curve table is formed.

[0095] Verification and confirmation: After the parameters of the integrated exhaust temperature protection curve of the whole vehicle are obtained, a thermal balance performance test is carried out in a high-temperature environment. If the measured data of engine exhaust temperature is less than the hardware boundary temperature T4, the rationality of the high exhaust temperature line is confirmed.

[0096] III. Water Temperature Protection Operating Condition Curve - Third Priority

[0097] Since excessively high engine coolant temperature directly threatens the safety of mechanical components, the safety of the cooling system must be prioritized in non-high-altitude and non-high exhaust temperature scenarios. When the engine cooling system coolant temperature is too high and the battery charge is insufficient, requiring forced power generation, a dedicated operating point is used to reduce the engine's thermal load, preventing further temperature increases that could lead to overheating or component damage. Furthermore, in this embodiment, the coolant temperature protection operating condition curve (speed-torque combination relationship) can also be calibrated from a real vehicle in a high-temperature environment.

[0098] Understandably, when the high-altitude operating condition curve and the exhaust temperature protection operating condition curve are not identified as the target operating condition curves, it is necessary to further determine whether the coolant temperature protection operating condition curve is the target operating condition curve. This is confirmed by checking the engine thermostat coolant temperature and battery SOC in the vehicle operating parameters, as follows:

[0099] 1. When the coolant temperature at the engine thermostat is greater than or equal to the first threshold cooling temperature and the battery SOC is less than or equal to the first threshold SOC, the coolant temperature protection condition curve is determined as the target condition curve.

[0100] 2. When the coolant temperature at the engine thermostat is less than or equal to the second threshold cooling temperature, or the battery SOC is greater than or equal to the second threshold SOC, the coolant temperature protection condition curve will not be determined as the target condition curve.

[0101] 3. When the coolant temperature at the engine thermostat is lower than the first threshold cooling temperature but higher than the second threshold cooling temperature, and the battery SOC is higher than the first threshold SOC but lower than the second threshold SOC, the current effective target operating condition curve based on the priority order is maintained.

[0102] Wherein, the first threshold cooling temperature is greater than the second threshold cooling temperature, and the first threshold SOC is less than the second threshold SOC.

[0103] The hysteresis range of the water temperature protection operating condition curve includes the range between the first threshold cooling temperature and the second threshold cooling temperature, and / or the range between the first threshold SOC and the second threshold SOC.

[0104] In this application, the first threshold cooling temperature and the second threshold cooling temperature, the first threshold SOC and the second threshold SOC can also be set according to actual conditions, and are not specifically limited here. In the embodiments of this application, the first threshold cooling temperature can be 108°C, the second threshold cooling temperature can be 103°C, the first threshold SOC can be 18%, and the second threshold SOC can be 20%.

[0105] Specifically, when the coolant temperature at the engine thermostat exceeds 108°C and the battery SOC is less than 18%, it indicates that the vehicle is in a high-temperature, low-charge scenario. The target operating condition curve needs to be switched to the coolant temperature protection operating condition curve, which reduces the engine's thermal load through a calibrated speed-torque combination to prevent overheating and subsequent malfunctions. Furthermore, when the coolant temperature at the engine thermostat is less than 103°C or the battery SOC is greater than 20%, it indicates that the vehicle is in a normal cooling scenario. The coolant temperature protection operating condition curve needs to be deactivated, and other operating condition curves can be activated according to a preset priority order.

[0106] Understandably, when the coolant temperature at the engine thermostat is between 103℃ and 108℃, or the battery SOC is between 18% and 20%, this range constitutes the hysteresis range of the high coolant temperature protection operating condition curve. The hysteresis range design addresses the critical fluctuations in coolant temperature and battery SOC caused by dynamic changes through a hysteresis logic where the activation threshold is greater than the exit threshold. This avoids engine instability caused by frequent switching, ensuring that thermal protection measures continue until the risk is completely reduced, thus improving reliability. Furthermore, within this hysteresis range, the operating condition curve remains unchanged, maintaining the currently effective target operating condition curve based on the already determined priority order.

[0107] In the above embodiments, the water temperature protection operating condition curve is designed for the harsh scenario where the engine coolant temperature is too high and the battery power is low while continuous power generation is required. By dynamically adjusting the engine operating range, the power generation needs under low power conditions are guaranteed while avoiding the risk of thermal damage caused by excessive engine water temperature, thus achieving a balance between power generation reliability and thermal safety.

[0108] IV. Economy Priority Operating Condition Curve - Fourth Priority

[0109] The economy-priority operating condition curve is an operating condition control strategy that aims to improve engine thermal efficiency and reduce fuel consumption per unit of power generation when there is no need for thermal protection and the vehicle is in a low-load, stable scenario. In the economy-priority operating condition curve of this application, the speed-torque combination is not randomly selected, but is precisely calibrated based on the engine universal characteristic curve, that is, the correspondence between speed, torque, and thermal efficiency. In the field of engine engineering, the universal characteristic curve is a graphical tool that comprehensively reflects the core performance parameters of the engine across the entire operating range, that is, under different speed and torque combinations. It is a core basis for engine design, vehicle power matching, and control strategy formulation.

[0110] Furthermore, in this application, when neither the high-altitude operating condition curve nor the exhaust temperature protection operating condition curve (i.e., the coolant temperature protection operating condition curve) is determined as the target operating condition curve, the economic priority operating condition curve is further determined as the target operating condition curve, and this is confirmed by the battery SOC, vehicle speed, and horizontal tilt angle in the vehicle operating parameters, as follows:

[0111] 1. When the battery SOC is greater than or equal to the third threshold SOC, the current vehicle speed is less than or equal to the first threshold vehicle speed, and the horizontal tilt angle of the vehicle is less than or equal to the first threshold horizontal tilt angle, the economy priority operating condition curve is determined as the target operating condition curve.

[0112] 2. When the battery SOC is less than or equal to the fourth threshold SOC, or the current vehicle speed is greater than or equal to the second threshold vehicle speed, or the horizontal tilt angle is greater than or equal to the second threshold horizontal tilt angle, the economy priority operating condition curve will not be determined as the target operating condition curve.

[0113] 3. When the battery SOC is greater than the fourth threshold SOC and less than the third threshold SOC, or the current vehicle speed is greater than the first threshold vehicle speed and less than the second threshold vehicle speed, or the horizontal tilt angle is greater than the first threshold horizontal tilt angle and less than the second threshold horizontal tilt angle, the current effective target operating condition curve based on the priority order is maintained.

[0114] Among them, the third threshold SOC is greater than the fourth threshold SOC, the first threshold vehicle speed is less than the second threshold vehicle speed, and the first threshold horizontal tilt angle is less than the second threshold horizontal tilt angle.

[0115] The hysteresis range of the economy priority operating condition curve includes: the range between the third threshold SOC and the fourth threshold SOC, and / or the range between the first threshold vehicle speed and the second threshold vehicle speed, and / or the range between the first threshold horizontal tilt angle and the second threshold horizontal tilt angle.

[0116] Specifically, the specific values ​​of the third and fourth threshold SOC of the battery, the first and second threshold vehicle speeds, and the first and second threshold horizontal tilt angles of the vehicle's current tilt angle can be set according to actual conditions and are not specifically limited here. In one embodiment of this application, the implementation of the solution is described in detail with the third threshold SOC being 25%, the fourth threshold SOC being 20%, the first threshold vehicle speed being 110 km / h, the second threshold vehicle speed being 150 km / h, and the first and second threshold horizontal tilt angles being 10% and 15%, respectively.

[0117] Specifically, when the battery SOC is greater than or equal to 25%, the vehicle speed is less than or equal to 110 km / h, and the horizontal tilt angle is less than or equal to 10%, the battery SOC indicates that the vehicle's battery has sufficient charge and there is no need to prioritize power generation. The vehicle speed is less than or equal to 110 km / h, indicating that the vehicle is traveling at a low to medium speed with stable power demand, which is suitable for efficient low-load operation. The horizontal tilt angle is less than or equal to 10%, indicating that the vehicle is traveling on a flat road surface without steep slopes, with small load fluctuations, which is conducive to maintaining efficient operating conditions. In this case, the target operating condition curve is determined as the economic priority operating condition curve.

[0118] When the battery SOC is less than or equal to 20%, or the vehicle speed is greater than or equal to 150 km / h, or the horizontal tilt angle is greater than or equal to 15%, or the horizontal tilt angle is greater than or equal to 10%, it indicates that the vehicle is currently in a scenario with high vehicle speed, large tilt angle and low battery SOC. At this time, the economy priority operating condition curve is no longer used as the target operating condition curve, and other operating condition curves can be activated according to the preset priority order.

[0119] Furthermore, when the battery SOC is between 20% and 25%, the vehicle speed is between 110 km / h and 150 km / h, or the horizontal tilt angle is between 10% and 15%, the target operating condition curve of the previous state is maintained, that is, the current effective target operating condition curve based on the priority order is maintained. It can be understood that the core goal of the economy-priority operating condition curve is to lock in the efficient operating point under scenarios such as low load, high SOC, and flat road surface. However, in actual driving, parameters such as vehicle speed, tilt angle, and battery SOC often fluctuate slightly due to changes in road conditions. Without hysteresis design, every time the parameters cross the threshold, it will trigger a back-and-forth switching between the economy line and the performance line, resulting in frequent jumps in the engine operating point.

[0120] V. Power performance condition curve - lowest priority

[0121] In this application, the power performance operating condition curve is an operating condition control strategy with the core objective of improving engine power output. It is a fallback operating condition curve used when the high-altitude operating condition curve, exhaust temperature protection operating condition curve, coolant temperature protection operating condition curve, and economy priority operating condition curve are not determined as the target operating condition curve. In other words, it is a combination of speed and torque set to meet the high-power power generation needs of the vehicle when there are no special environmental restrictions and no need to prioritize energy saving. Compared to the economy priority operating condition curve, it offers higher torque at the same speed, providing greater power generation and ensuring the overall vehicle power performance. When no operating condition curve meets the defined conditions, the current target operating condition curve is determined as the power performance operating condition curve.

[0122] It is understandable that the combination relationship between speed and torque in the power performance curve of this application is also obtained from the universal characteristic curve of the engine, and its torque can be increased by about 10Nm at the same speed, providing greater power generation for the whole vehicle.

[0123] In the above embodiments, by pre-setting multiple operating condition curves to cover different operating needs and dynamically selecting based on the vehicle's real-time operating parameters, the engine can match the optimal power-speed-torque combination in any scenario, breaking the limitations of fixed or single-dimensional adjustment of engine operating conditions, improving the balance between power performance and economy. At the same time, the preset priority order clarifies the decision rules when multiple scenarios overlap, avoids control conflicts, ensures the stability of engine operating status under complex operating conditions, reduces the risk of failure caused by strategy confusion, and enhances the reliability, adaptability and overall efficiency of vehicle operation.

[0124] Please see Figure 2 , Figure 2 This is a schematic diagram of one embodiment of the vehicle control device of this application, as shown below. Figure 2 The vehicle control device 100 of this application includes a determining module 110 and a generating module 120.

[0125] The determination module 110 is used to determine the target operating condition curve from multiple preset operating condition curves based on the vehicle's operating parameters and preset priority order. The operating condition curve is the correspondence between engine power and speed and torque.

[0126] The generation module 120 is used to generate engine target speed and target torque control commands based on the target operating condition curve and the series power generation demand of the vehicle.

[0127] It should be noted that the specific details of each module unit in the above-mentioned vehicle control device 100 have been described in detail in the embodiments of the above-mentioned vehicle method, and will not be repeated here.

[0128] The above implementation method covers different operating requirements by pre-setting multiple operating condition curves and dynamically selecting based on the vehicle's real-time operating parameters, enabling the engine to match the optimal power-speed-torque combination in any scenario. This breaks the limitations of fixed or single-dimensional adjustment of engine operating conditions, improves the balance between power performance and economy, and pre-sets priority order to clarify the decision rules when multiple scenarios overlap, avoids control conflicts, ensures the stability of engine operation under complex conditions, reduces the risk of failure caused by strategy confusion, and enhances the reliability, adaptability and overall efficiency of vehicle operation.

[0129] This application also provides a controller, such as... Figure 3 As shown, it illustrates a schematic diagram of the controller involved in an embodiment of this application. Specifically:

[0130] The controller may include components such as a processor 301 with one or more processing cores, a memory 302 with one or more storage media, a power supply 303, and an input unit 304. Those skilled in the art will understand that... Figure 3 The controller structure shown does not constitute a limitation on the controller and may include more or fewer components than shown, or combine certain components, or have different component arrangements. Wherein:

[0131] The processor 301 is the control center of the controller, connecting various parts of the controller via various interfaces and lines. It executes computer programs or modules stored in the memory 302 and calls data stored in the memory 302 to perform various functions and process data. Optionally, the processor 301 may include one or more processing cores; preferably, the processor 301 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, and the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into the processor 301.

[0132] The memory 302 can be used to store computer programs and modules. The processor 301 executes various functional applications and vehicle control by running the computer programs and modules stored in the memory 302. The memory 302 may mainly include a program storage area and a data storage area. The program storage area may store the operating system, computer programs required for at least one function (such as audio-visual prompts, vehicle control functions, etc.), etc.; the data storage area may store data created based on the use of the controller, etc. In addition, the memory 302 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device. Accordingly, the memory 302 may also include a memory controller to provide the processor 301 with access to the memory 302.

[0133] The controller also includes a power supply 303 that supplies power to the various components. Preferably, the power supply 303 can be logically connected to the processor 301 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system. The power supply 303 may also include one or more DC or AC power supplies, recharging systems, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0134] The controller may also include an input unit 304, which can be used to receive input digital or character information, and generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0135] Although not shown, the controller may also include a display unit, etc., which will not be described in detail here. Specifically, in this embodiment, the processor 301 in the controller loads the executable files corresponding to the processes of one or more computer programs into the memory 302 according to the following instructions, and the processor 301 runs the computer programs stored in the memory 302 to realize various functions, such as: determining the target operating condition curve from multiple preset operating condition curves based on the vehicle's operating parameters and preset priority order, where the operating condition curve is the correspondence between engine power and speed and torque; and generating engine target speed and target torque control instructions according to the target operating condition curve and the vehicle's series power generation demand.

[0136] The controller provided in this application covers different operating requirements by pre-setting multiple operating condition curves and dynamically selects based on the vehicle's real-time operating parameters, enabling the engine to match the optimal power-speed-torque combination in any scenario. This breaks the limitations of fixed or single-dimensional adjustment of engine operating conditions, improves the balance between power performance and economy, and pre-sets priority order to clarify the decision rules when multiple scenarios overlap, avoids control conflicts, ensures the stability of engine operation under complex conditions, reduces the risk of failure caused by strategy confusion, and enhances the reliability, adaptability and overall efficiency of vehicle operation.

[0137] For details on the specific implementation methods and corresponding beneficial effects of the above operations, please refer to the detailed description of the vehicle control method above, which will not be repeated here.

[0138] Therefore, embodiments of this application provide a storage medium storing a computer program that can be loaded by a processor to execute the steps of any of the vehicle control methods provided in embodiments of this application. For example, the computer program can execute the following steps:

[0139] The target operating condition curve is determined from multiple preset operating condition curves based on the vehicle's operating parameters and preset priority order. The operating condition curve represents the correspondence between engine power and speed / torque. Based on the target operating condition curve and the vehicle's series power generation demand, target engine speed and target torque control commands are generated.

[0140] For details on the specific implementation methods and corresponding beneficial effects of the above operations, please refer to the previous embodiments, which will not be repeated here.

[0141] The storage medium may include: read-only memory (ROM), random access memory (RAM), disk or optical disk, etc.

[0142] Since the computer program stored in the storage medium can execute the steps of any of the vehicle control methods provided in the embodiments of this application, the beneficial effects that any of the vehicle control methods provided in the embodiments of this application can achieve can be realized, as detailed in the preceding embodiments, and will not be repeated here.

[0143] According to one aspect of this application, a computer program product or computer program is provided, comprising computer instructions stored in a storage medium. A processor of a computer device reads the computer instructions from the storage medium and executes the computer instructions, causing the computer device to perform the aforementioned vehicle control method.

[0144] This application also provides a vehicle that includes the aforementioned controller.

[0145] This application does not limit the specific structure of the vehicle; for details, please refer to the above detailed description of the vehicle control method and controller, which will not be repeated here.

[0146] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be performed by a computer program, or by a computer program controlling related hardware. The computer program can be stored in a storage medium and loaded and executed by a processor.

[0147] The above provides a detailed description of a power management system and vehicle provided by the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0148] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle control method, characterized in that, The control method includes: The target operating condition curve is determined from multiple preset operating condition curves based on the vehicle's operating parameters and preset priority order. The operating condition curve is the correspondence between engine power and speed and torque. The engine target speed and target torque control commands are generated based on the vehicle's series power generation requirements and the target operating condition curve.

2. The control method according to claim 1, characterized in that, The target operating condition curve is the only operating condition curve with the highest priority among multiple preset operating condition curves, determined based on the vehicle's operating parameters.

3. The control method according to claim 1, characterized in that, The plurality of preset operating condition curves include at least two of the following: high-altitude operating condition curve, exhaust temperature protection operating condition curve, water temperature protection operating condition curve, economy priority operating condition curve, and power performance operating condition curve.

4. The control method according to claim 3, characterized in that, At least one of the multiple preset operating condition curves is provided with a hysteresis interval. The hysteresis interval is determined based on a threshold of the vehicle's operating parameters and is used to avoid the operating condition curve from switching frequently near the threshold of the operating parameters.

5. The control method according to claim 4, characterized in that, The multiple preset operating condition curves are ordered from high to low according to the preset priority: the plateau operating condition curve, the exhaust temperature protection operating condition curve, the water temperature protection operating condition curve, the economy priority operating condition curve, and the power performance operating condition curve.

6. The control method according to claim 5, characterized in that, The process of determining the target operating condition curve from multiple preset operating condition curves based on the vehicle's operating parameters and a preset priority order includes: When no operating condition curve meets the defined conditions, the current target operating condition curve is determined to be the power performance operating condition curve.

7. The control method according to claim 6, characterized in that, The operating parameters include the plateau coefficient, and the determination of the target operating condition curve includes: When the plateau coefficient is less than or equal to the first threshold plateau coefficient, the target operating condition curve is determined to be the plateau operating condition curve; When the plateau coefficient is greater than or equal to the second threshold plateau coefficient, the plateau condition curve is not determined as the target condition curve; When the plateau coefficient is greater than the first threshold plateau coefficient and less than the second threshold plateau coefficient, the current effective target working condition curve determined based on the priority order is maintained. Wherein, the first threshold plateau coefficient is less than the second threshold plateau coefficient.

8. The control method according to claim 7, characterized in that, The hysteresis range of the plateau condition curve is the range between the first threshold plateau coefficient and the second threshold plateau coefficient.

9. The control method according to claim 6, characterized in that, The operating parameters include intake air temperature and engine exhaust temperature, and when the high-altitude operating condition curve is not determined as the target operating condition curve, determining the target operating condition curve includes: When the intake air temperature is greater than or equal to the first threshold intake air temperature for a first threshold time, and the engine exhaust temperature is greater than or equal to the first threshold exhaust temperature, the exhaust temperature protection condition curve is determined as the target condition curve. When the intake air temperature is less than or equal to the second threshold intake air temperature, or the engine exhaust temperature is less than or equal to the second threshold exhaust temperature, and this condition persists for the second threshold time, the exhaust temperature protection condition curve will not be determined as the target condition curve. When the intake air temperature is greater than the second threshold intake air temperature and less than the first threshold intake air temperature, or when the engine exhaust temperature is greater than the second threshold exhaust temperature and less than the first threshold exhaust temperature, the current effective target operating condition curve determined based on the priority order is maintained. Wherein, the first threshold intake temperature is greater than the second threshold intake temperature, and the first threshold exhaust temperature is greater than the second threshold exhaust temperature.

10. The control method according to claim 9, characterized in that, The hysteresis range of the exhaust temperature protection operating condition curve includes: The range between the first threshold intake temperature and the second threshold intake temperature; and / or the range between the first threshold exhaust temperature and the second threshold exhaust temperature.

11. The control method according to claim 6, characterized in that, The operating parameters include the coolant temperature at the engine thermostat and the battery SOC, and the high-altitude operating condition curve and the exhaust temperature protection operating condition curve are not determined as the target operating condition curve. Determining the target operating condition curve includes: When the coolant temperature at the engine thermostat is greater than or equal to the first threshold cooling temperature, and the battery SOC is less than or equal to the first threshold SOC, the coolant temperature protection condition curve is determined as the target condition curve. When the coolant temperature at the engine thermostat is less than or equal to the second threshold cooling temperature, or the battery SOC is greater than or equal to the second threshold SOC, the coolant temperature protection condition curve will not be determined as the target condition curve. When the coolant temperature at the engine thermostat is less than the first threshold cooling temperature and greater than the second threshold cooling temperature, and the battery SOC is greater than the first threshold SOC and less than the second threshold SOC, the current effective target operating condition curve determined based on the priority order is maintained. Wherein, the first threshold cooling temperature is greater than the second threshold cooling temperature, and the first threshold SOC is less than the second threshold SOC.

12. The control method according to claim 11, characterized in that, The hysteresis range of the water temperature protection operating condition curve includes: The range between the first threshold cooling temperature and the second threshold cooling temperature, and / or the range between the first threshold SOC and the second threshold SOC.

13. The control method according to claim 6, characterized in that, The operating parameters include battery SOC, the vehicle's current speed, and the vehicle's horizontal tilt angle. Furthermore, the high-altitude operating condition curve, the exhaust temperature protection operating condition curve, and the coolant temperature protection operating condition curve are not determined as the target operating condition curve. Determining the target operating condition curve includes: When the battery SOC is greater than or equal to the third threshold SOC, the current vehicle speed is less than or equal to the first threshold vehicle speed, and the vehicle's horizontal tilt angle is less than or equal to the first threshold horizontal tilt angle, the economy priority operating condition curve is determined as the target operating condition curve. When the battery SOC is less than or equal to the fourth threshold SOC, or the current vehicle speed is greater than or equal to the second threshold vehicle speed, or the horizontal tilt angle is greater than or equal to the second threshold horizontal tilt angle, the economy priority operating condition curve will not be determined as the target operating condition curve. When the battery SOC is greater than the fourth threshold SOC and less than the third threshold SOC, or the current vehicle speed is greater than the first threshold vehicle speed and less than the second threshold vehicle speed, or the horizontal tilt angle is greater than the first threshold horizontal tilt angle and less than the second threshold horizontal tilt angle, the current effective target operating condition curve determined based on the priority order is maintained. Wherein, the third threshold SOC is greater than the fourth threshold SOC, the first threshold vehicle speed is less than the second threshold vehicle speed, and the first threshold horizontal tilt angle is less than the second threshold horizontal tilt angle.

14. The control method according to claim 13, characterized in that, The hysteresis range of the economic priority operating condition curve includes: The range between the third threshold SOC and the fourth threshold SOC, and / or the range between the first threshold vehicle speed and the second threshold vehicle speed, and / or the range between the first threshold horizontal tilt angle and the second threshold horizontal tilt angle.

15. The control method according to claim 7, 9, 11, or 13, characterized in that, The currently valid target operating condition curve is either a unique operating condition curve determined based on the priority order or an initial default curve.

16. The control method according to claim 1, characterized in that, The power demand for series power generation is determined based on the vehicle's wheel-end drive power demand, the vehicle's current speed, battery SOC, and the vehicle's tilt angle.

17. The control method according to claim 1, characterized in that, The power-speed-torque combination relationship of the operating condition curve is determined through actual vehicle calibration or simulation point selection.

18. A controller, characterized in that, It includes one or more processors and a memory, the memory storing a computer program that, when executed by the processor, causes the processor to perform the steps of any of the vehicle control methods of claims 1-17.

19. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed, performs the vehicle control method as described in any one of claims 1-17.

20. A vehicle, characterized in that, Includes the controller as described in claim 18.

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