Joint control method and system of plug-in hybrid electric vehicle and electronic equipment

Abstract

The invention provides a combined control method and system for a plug-in hybrid electric vehicle and electronic equipment, and relates to the technical field of new energy vehicle power control. The method comprises the steps that whether the vehicle is in a large-load demand working condition or not is monitored; when the vehicle is in the large-load demand working condition, engine temperature information of the vehicle is obtained; if it is judged that the engine is in the cold start state according to the engine temperature information, a power system of the vehicle is controlled to enter a series drive mode, and the warm-up state of the engine is monitored; and when the warm-up state meets a preset warm-up completion condition, the power system is controlled to be switched to a parallel drive mode, so that the engine directly participates in driving wheels. According to the control method, the series mode control with the warm-up priority is carried out on the cold start engine under the large-load demand working condition, so that emission compliance and the service life of the engine are guaranteed, and the power demand and the energy efficiency are both considered.

Description

Technical Field

[0001] This invention relates to the field of power control technology for new energy vehicles, and in particular to a combined control method, system and electronic equipment for plug-in hybrid vehicles. Background Technology

[0002] Plug-in hybrid electric vehicles (PHEVs) typically consist of an engine and a drive motor in their powertrain. These two components work together to achieve various operating modes, such as pure electric drive, series drive, and parallel drive. In parallel drive mode, the engine and drive motor jointly output torque to meet the driving demands of the wheels. This mode is particularly suitable for scenarios requiring high powertrain efficiency, such as high-speed cruising.

[0003] However, existing control strategies have limitations in handling certain specific operating conditions. For example, when a vehicle faces high load demands such as rapid acceleration for overtaking or continuous uphill driving at high speeds, and the battery's state of charge is low or the required power exceeds the motor's capacity alone, the engine needs to be started to intervene in driving. In such scenarios, applying a high load directly to the engine when it is cold will result in excessive exhaust emissions and significantly shorten the engine's lifespan.

[0004] Therefore, how to rationally plan the timing and operating mode of engine intervention under high-load demand conditions in order to balance emission compliance and engine durability has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a combined control method, system and electronic equipment for plug-in hybrid vehicles, so as to solve the technical problems of excessive emissions during cold start of the engine and reduced reliability and lifespan under high load demand conditions.

[0006] In a first aspect, embodiments of the present invention provide a joint control method for a plug-in hybrid electric vehicle, characterized in that the method includes: Monitor whether the vehicle is operating under high load conditions; When the vehicle is under high load demand conditions, the engine temperature information of the vehicle is obtained; If the engine is determined to be in a cold start state based on the engine temperature information, the vehicle's power system is controlled to enter the series drive mode, and the engine's warm-up status is monitored. In the series drive mode, the engine operates in a preset high-efficiency warm-up range to drive the generator to generate electricity. The generated electricity, together with the power battery, powers the drive motor to meet the power demand at the wheels. When the warm-up state meets the preset warm-up completion conditions, the power system is controlled to switch to parallel drive mode so that the engine directly participates in driving the wheels.

[0007] In one embodiment, monitoring whether a vehicle is under high-load demand conditions includes: collecting the vehicle's operating status parameters; and determining whether the vehicle is under high-load demand conditions based on the operating status parameters.

[0008] In one embodiment, the operating status parameters include at least one of vehicle speed, driver power demand, battery state of charge, and engine state.

[0009] In one embodiment, the operating status parameters include vehicle speed, driver power demand, and battery state of charge; determining whether the vehicle is under high load demand includes: if the vehicle speed is greater than a preset speed threshold, and the driver power demand is greater than the sum of the maximum external characteristic power of the drive motor at the current speed and the available power of the power battery, then the vehicle is determined to be under high load demand.

[0010] In one implementation, the monitoring of whether the vehicle is under high load demand is also based on at least one of the following parameters: road slope information; vehicle acceleration change rate; driver operation mode switch status.

[0011] In one embodiment, the high-load demand condition further includes: the battery state of charge is lower than a preset low charge threshold, and the driver's power demand exceeds the power limit of the engine's high-efficiency operating range.

[0012] In one embodiment, the engine temperature information includes at least one of engine coolant temperature, engine oil temperature, and intake air temperature; when the engine temperature information is lower than the corresponding preset cold start temperature threshold, the engine is determined to be in a cold start state.

[0013] In one embodiment, the preset cold start temperature threshold is determined based on the ambient temperature or altitude.

[0014] In one embodiment, the high-efficiency warm-up zone refers to a preset operating speed and load range with the control objective of prioritizing the increase of engine coolant temperature and exhaust temperature.

[0015] In one embodiment, the high-efficiency warm-up range is preset according to the engine speed-torque characteristic diagram, in which the engine speed is higher than its idle speed and the load rate is between 30% and 60%.

[0016] In one embodiment, before determining whether the engine is in a cold start state based on the engine temperature information, the method further includes: determining the efficient warm-up range based on at least one of ambient temperature, warm-up progress, and battery state of charge.

[0017] In one embodiment, in the series drive mode, the engine operates at constant power or constant speed within the high-efficiency warm-up range.

[0018] In one embodiment, the warm-up state includes at least one of engine coolant temperature, engine oil temperature, and three-way catalytic converter carrier temperature.

[0019] In one embodiment, the warm-up completion condition is that at least one of the following conditions is met: the engine coolant temperature is greater than or equal to a first temperature threshold; the engine oil temperature is greater than or equal to a second temperature threshold; and the three-way catalytic converter carrier temperature is greater than or equal to its preset effective ignition temperature.

[0020] In one implementation, the warm-up state also includes engine running time or cumulative fuel consumption.

[0021] In one embodiment, the warm-up condition is that the engine coolant temperature is greater than or equal to a first temperature threshold, and the temperature state is maintained for a first preset duration.

[0022] In one embodiment, the warm-up condition is that the temperature of the three-way catalytic converter carrier is greater than or equal to its effective ignition temperature, and this temperature state is maintained for a second preset duration.

[0023] In one embodiment, the warm-up condition is that the engine coolant temperature, engine oil temperature, and three-way catalytic converter carrier temperature all reach their respective preset thresholds.

[0024] In one embodiment, the process of switching from a series drive mode to a parallel drive mode further includes: controlling the torque of the engine to gradually increase while controlling the torque of the drive motor to decrease accordingly, so as to maintain a smooth transition of the total torque at the wheel end.

[0025] In one implementation, after switching to parallel drive mode, the method further includes: dynamically adjusting the torque distribution ratio between the engine and the drive motor according to the driver's power demand and the battery state of charge.

[0026] In one embodiment, in the parallel drive mode, in addition to directly driving the vehicle, the engine is also used to drive the generator to charge the battery when the battery state of charge is below a preset threshold.

[0027] In one embodiment, the power system adopts a P2 configuration, where the electric motor is located between the engine and the gearbox.

[0028] In one embodiment, the powertrain adopts a P13 configuration, which includes a P1 motor (integrated into the engine) and a P3 motor (integrated into the gearbox output).

[0029] Secondly, embodiments of the present invention also provide a joint control system for a plug-in hybrid electric vehicle, the system comprising: The operating condition monitoring module is used to monitor whether the vehicle is under high load demand conditions; The information acquisition module is used to acquire the engine temperature information of the vehicle when the vehicle is under high load demand conditions. The cold start determination module is used to determine whether the engine is in a cold start state based on the engine temperature information. The mode management module is used to control the vehicle's power system to enter the series drive mode if the engine is in a cold start state, and to monitor the engine's warm-up status. In the series drive mode, the engine operates in a preset high-efficiency warm-up range to drive the generator to generate electricity. The generated electricity and the power battery work together to power the drive motor to meet the power demand at the wheels. The mode management module is also used to control the power system to switch to parallel drive mode when the warm-up state meets the preset warm-up completion conditions, so that the engine directly participates in driving the vehicle.

[0030] Thirdly, embodiments of the present invention also provide an electronic device, including a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the method described in any of the first aspects.

[0031] Fourthly, embodiments of the present invention also provide a computer-readable storage medium, characterized in that the computer-readable storage medium stores computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement the method described in any one of the first aspects.

[0032] This invention provides a combined control method, system, and electronic device for a plug-in hybrid electric vehicle. The method includes: monitoring whether the vehicle is under high-load demand conditions; when the vehicle is under high-load demand conditions, acquiring the vehicle's engine temperature information; if the engine is determined to be in a cold-start state based on the engine temperature information, controlling the vehicle's power system to enter a series drive mode and monitoring the engine's warm-up status; when the warm-up status meets preset warm-up completion conditions, controlling the power system to switch to a parallel drive mode so that the engine directly participates in driving the wheels. This application, by implementing warm-up-priority series mode control for cold-start engines under high-load demand conditions, ensures both emission compliance and engine lifespan, while also considering power demand and energy efficiency.

[0033] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0034] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0035] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 A schematic flowchart illustrating a joint control method for a plug-in hybrid vehicle provided in an embodiment of the present invention; Figure 2 A flowchart illustrating a method for determining high-load demand conditions provided in an embodiment of the present invention; Figure 3 A structural block diagram of a joint control system for a plug-in hybrid electric vehicle provided in an embodiment of the present invention; Figure 4 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Currently, when a vehicle faces high-load demands such as rapid acceleration for overtaking or continuous uphill driving at high speeds, and the battery's state of charge is low or the required power exceeds the electric motor's capacity, the engine needs to be started to intervene in driving. In such scenarios, if the engine is cold, its lubrication system has not yet reached its optimal operating temperature, significantly increasing the risk of wear on key friction pairs. Simultaneously, the engine's after-treatment system (such as the three-way catalytic converter) has not yet reached its effective operating temperature when cold. Applying high loads directly to the engine at this time will lead to incomplete fuel combustion, resulting in a momentary exceedance of emissions of pollutants such as hydrocarbons and carbon monoxide, adversely affecting the overall vehicle emissions performance.

[0039] Based on this, this application provides a joint control method, system and electronic device for plug-in hybrid vehicles. By performing warm-up-priority series control of the cold-start engine under high load demand conditions, it ensures both emission compliance and engine life, while also taking into account power demand and energy efficiency.

[0040] To facilitate understanding of this embodiment, a joint control method for a plug-in hybrid vehicle disclosed in this invention will first be described in detail. (See [link to relevant documentation]). Figure 1 The diagram shows a combined control method for a plug-in hybrid electric vehicle, which may include the following steps: S102, monitor whether the vehicle is under high load demand conditions; if so, execute S104; otherwise, continue to monitor whether the vehicle is under high load demand conditions.

[0041] Among them, the vehicle is a plug-in hybrid electric vehicle (PHEV), which refers to a hybrid electric vehicle that can be charged using an external power source. High-load demand conditions: These refer to scenarios where the vehicle needs to output high power, such as rapid acceleration for overtaking, high-speed hill climbing, and towing heavy objects.

[0042] In one implementation, the powertrain adopts a P2 configuration, where the electric motor is located between the engine and the gearbox.

[0043] In one implementation, the powertrain adopts a P13 configuration, which includes a P1 motor (integrated into the engine) and a P3 motor (integrated into the gearbox output).

[0044] For example, by continuously and in real time monitoring the vehicle status, it can be determined whether the driver has made a power request that exceeds the normal cruising conditions, high-speed climbing conditions, or heavy load towing conditions.

[0045] In one implementation, such as Figure 2 The flowchart shown illustrates a method for determining high-load demand conditions. Monitoring whether a vehicle is under high-load demand conditions includes the following steps: S202, collects vehicle operating status parameters.

[0046] Among them, operating status parameters refer to various signals generated during the dynamic operation of the vehicle, such as vehicle speed, throttle, power, battery charge, etc.

[0047] For example, the operating status parameters include at least one of vehicle speed, driver power demand, battery state of charge, and engine state.

[0048] S204 determines whether the vehicle is under high load demand conditions based on operating status parameters.

[0049] For example, operating status parameters include vehicle speed, driver power demand, and battery state of charge (SOC). Determining whether the vehicle is under high load demand includes: if the vehicle speed exceeds a preset speed threshold, and the driver power demand exceeds the sum of the maximum external characteristic power of the drive motor at the current speed and the available power of the power battery, then the vehicle is determined to be under high load demand. The driver power demand is calculated using the accelerator pedal opening. The preset speed threshold is an arbitrarily set calibration value, such as 100 km / h or 120 km / h. The available power of the power battery refers to the electrical power that the power battery can continuously or at its peak output under the current SOC and temperature.

[0050] In one implementation, monitoring whether a vehicle is under high-load demand conditions is also based on at least one of the following parameters: road gradient information; vehicle acceleration change rate; and driver operation mode switch status. When the road gradient ahead is detected to be greater than a preset gradient threshold (e.g., 5%) and the vehicle's current speed is trending downwards, it can be determined that the vehicle is about to enter or is already under high-load demand conditions, even if the driver's power demand has not yet exceeded the power supply capacity of the motor and battery. If the acceleration change rate is detected to exceed a preset abrupt change threshold, it can be determined as a sudden high-load demand condition.

[0051] Modern plug-in hybrid electric vehicles (PHEVs) typically feature multiple driving mode options, such as Eco, Comfort, and Sport. Drivers can actively select their preferred mode via physical buttons or the central control screen. When Sport mode is selected, the system lowers the threshold for high-load conditions, allowing the engine to engage more actively to meet the driver's higher expectations for power response. When Eco mode is selected, the system raises the threshold, prioritizing pure electric drive and only recognizing high-load conditions when power demand is extremely high, thus optimizing fuel economy. When Snow or Off-Road mode is selected, the system uses information such as the road surface adhesion coefficient to specifically handle high-load demands, preventing wheel slippage due to excessive power output.

[0052] In one implementation, the high-load demand condition further includes: the battery state of charge is lower than a preset low charge threshold, and the driver's power demand exceeds the power limit of the engine's efficient operating range.

[0053] S104, obtain the vehicle's engine temperature information.

[0054] Engine temperature information is a physical quantity used to characterize the thermal state of an engine. The most common types include coolant temperature and engine oil temperature, but cylinder head temperature and exhaust temperature are also possible.

[0055] S106, Based on the engine temperature information, determine whether the engine is in a cold start state; if yes, proceed to S108; otherwise, proceed to S114.

[0056] Cold start condition: refers to the engine temperature being lower than the normal operating temperature range. At this time, the engine oil viscosity is too high, friction is high, and the three-way catalytic converter has not reached the ignition temperature.

[0057] In one embodiment, the engine temperature information includes at least one of engine coolant temperature, engine oil temperature, and intake air temperature; when the engine temperature information is lower than its corresponding preset cold start temperature threshold, the engine is determined to be in a cold start state. The preset cold start temperature threshold is determined based on ambient temperature or altitude.

[0058] S108 controls the vehicle's power system to enter series drive mode.

[0059] S110 monitors the engine's warm-up status.

[0060] In series drive mode, a specific energy flow path occurs. The engine does not directly drive the wheels but acts as a power source for a generator set, supplying electricity to the drive motor or storing it in the battery. Warm-up state refers to the changes in various parameters of the engine during the transition from a cold state to normal operating temperature. In series drive mode, the engine operates within a preset high-efficiency warm-up range to drive the generator. The generated electricity, along with the power battery, powers the drive motor to meet the power demands of the wheels. The high-efficiency warm-up range refers to a preset operating speed and load range with the primary control objective of increasing engine coolant and exhaust temperatures. The preset operating speed and load range refers to the area marked on the engine's universal characteristic map, for example, it can be limited to 2000-2500 rpm and a torque range of 30-50 Nm.

[0061] It should be noted that the high-efficiency warm-up zone is a pre-defined area on the engine's universal characteristic diagram. This zone typically avoids idling and extremely high load areas, selecting a combination of speed and torque to allow the coolant and exhaust temperatures to rise rapidly, while ensuring stable engine combustion and relatively low fuel consumption. The generator, power battery, and drive motor are the three core electrical components of a plug-in hybrid vehicle, together forming a series-mode energy transfer path.

[0062] In one implementation, the high-efficiency warm-up range is preset according to the engine speed-torque characteristic diagram, in which the engine speed is higher than its idle speed and the load rate is between 30% and 60%.

[0063] In one embodiment, before determining whether the engine is in a cold start state based on engine temperature information, the method further includes: determining an efficient warm-up range based on at least one of ambient temperature, warm-up progress, and battery state of charge.

[0064] For example, the high-efficiency warm-up range can be adaptively adjusted based on ambient temperature. When the ambient temperature is below a first low-temperature threshold (e.g., -10°C), the engine speed and / or load in the high-efficiency warm-up range can be appropriately increased to operate at a higher heat-generating condition, thereby accelerating the rise in coolant and exhaust temperatures. When the ambient temperature is within the normal temperature range (e.g., 20°C to 30°C), a preset standard warm-up range is used, balancing warm-up speed and fuel consumption. When the ambient temperature is above a high-temperature threshold (e.g., 35°C), the engine's initial thermal state is good, and the load in the warm-up range can be appropriately reduced to avoid overheating risks and reduce unnecessary fuel consumption.

[0065] For example, the efficient warm-up zone is dynamically adjusted based on the current warm-up progress: In the first stage of warm-up (e.g., coolant temperature below the first stage threshold, such as 40°C), the efficient warm-up zone focuses on increasing exhaust temperature, and the engine speed can be appropriately increased to allow more heat to enter the catalytic converter with the exhaust. In the second stage of warm-up (e.g., coolant temperature between 40°C and 70°C), the efficient warm-up zone balances coolant and oil temperature increases, selecting a more balanced operating point between engine speed and load. In the third stage of warm-up (e.g., coolant temperature exceeding 70°C, nearing completion of warm-up), the efficient warm-up zone gradually transitions to the normal economic zone, preparing for the subsequent switch to parallel mode.

[0066] For example, the battery's state of charge (SOC) determines the powertrain's dependence on the engine's power generation needs, thus affecting the freedom to choose the efficient warm-up range. When the battery SOC is high (e.g., greater than 60%), the battery can provide sufficient power support for the drive motor, and the engine does not need to bear an excessive power generation task. At this time, the selection of the efficient warm-up range can focus more on "warm-up" itself, choosing an operating point with high thermal efficiency but relatively low power output to avoid generating too much redundant energy and causing battery overcharging. When the battery SOC is at a medium level (e.g., 30%~60%), the engine needs to meet the needs of charging the battery while warming up. At this time, the efficient warm-up range can be appropriately shifted towards an operating point with higher power generation efficiency while meeting the warm-up target, so that the engine can simultaneously replenish the battery's charge during the warm-up process, achieving multiple uses. When the battery SOC is low (e.g., below 30%), the vehicle's dependence on engine power generation increases significantly. At this point, the selection of the efficient warm-up range should prioritize meeting the charging power requirements. Under the premise of ensuring stable engine operation and controllable emissions, the operating point that can output a larger power should be selected in order to quickly increase the battery charge and prepare for the possible pure electric drive demand in the future.

[0067] For example, the efficient warm-up range is determined comprehensively based on multiple parameters, including ambient temperature, warm-up progress, and battery SOC. For instance, a lookup table method or a calibrated multidimensional map can be used, with the current ambient temperature, warm-up stage indicator, and battery SOC as input, to directly retrieve the corresponding target engine speed and target torque, thereby determining the efficient warm-up range at the current moment.

[0068] In one implementation, in series drive mode, the engine operates at constant power or constant speed within the high-efficiency warm-up range.

[0069] S112, determine whether the warm-up status meets the preset warm-up completion conditions; if yes, execute S114; otherwise, return to execute S110.

[0070] Among them, the warm-up completion condition is the threshold or standard used to determine whether the warm-up is over, such as the coolant temperature reaching 80°C.

[0071] For example, the warm-up state includes at least one of the engine coolant temperature, engine oil temperature, and three-way catalytic converter carrier temperature. The warm-up is completed when at least one of the following conditions is met: the engine coolant temperature is greater than or equal to a first temperature threshold; the engine oil temperature is greater than or equal to a second temperature threshold; and the three-way catalytic converter carrier temperature is greater than or equal to its preset effective ignition temperature. The coolant temperature characterizes the thermal state of major components such as the engine block and cylinder head. The engine oil temperature characterizes the thermal state of the lubrication system and directly affects friction and wear; the three-way catalytic converter carrier temperature characterizes the thermal state of the emission aftertreatment system and directly affects emission purification efficiency. The first or second temperature threshold is a freely set temperature, such as 70°C or 100°C, etc. The effective ignition temperature refers to the critical temperature at which the catalytic converter begins to operate efficiently, typically between 250°C and 350°C.

[0072] In one implementation, the warm-up state also includes engine running time or cumulative fuel consumption.

[0073] In one embodiment, the warm-up condition is: the engine coolant temperature is greater than or equal to a first temperature threshold, and the temperature state is maintained for a first preset duration.

[0074] In one embodiment, the warm-up condition is that the temperature of the three-way catalytic converter carrier is greater than or equal to its effective ignition temperature, and this temperature state is maintained for a second preset duration.

[0075] In one implementation, the warm-up condition is that the engine coolant temperature, engine oil temperature, and three-way catalytic converter carrier temperature all reach their respective preset thresholds.

[0076] S114 controls the power system to switch to parallel drive mode so that the engine directly drives the wheels.

[0077] Parallel drive mode refers to the mode in which the engine and drive motor drive the wheels together or separately. In this mode, the engine's power is directly transmitted to the wheel end through a mechanical path, resulting in higher transmission efficiency.

[0078] In one embodiment, the process of switching from a series drive mode to a parallel drive mode further includes: controlling the engine torque to gradually increase while controlling the drive motor torque to decrease accordingly, so as to maintain a smooth transition of the total torque at the wheel end.

[0079] In one implementation, after switching to parallel drive mode, the method further includes: dynamically adjusting the torque distribution ratio between the engine and the drive motor according to the driver's power demand and the battery state of charge.

[0080] In one implementation, in parallel drive mode, in addition to directly driving the vehicle, the engine is also used to drive the generator to charge the battery when the battery's state of charge is below a preset threshold.

[0081] For example, when the vehicle is cruising at high speed (e.g., 120 km / h), the driver presses the accelerator pedal deeply to request rapid acceleration to overtake. The condition monitoring module detects a sharp increase in the driver's power demand, and the operating condition identification and decision-making module determines that the current power demand of the driver exceeds the capacity provided by the drive motor alone, and the battery SOC is at a low to medium level, thus triggering an engine start request.

[0082] Meanwhile, the decision module reads the engine coolant temperature sensor signal and determines that its temperature is only 25°C (ambient temperature), indicating a cold start. The decision module prohibits direct clutch engagement to enter parallel mode. Instead, it issues commands to each actuator: the engine control unit starts the engine and maintains its speed and load within the efficient warm-up range (e.g., a fixed speed of 2500 rpm under low to medium load). The motor control unit controls the generator to couple with the engine to generate electricity, which, along with the power battery, supplies the drive motor. During this phase, the vehicle actually operates in series (range-extended) mode, with the drive motor outputting at full power to meet acceleration demands.

[0083] During series operation, the decision module continuously monitors the coolant and catalytic converter temperatures. After approximately 60 seconds, the coolant temperature rises to 65°C, and the catalytic converter temperature exceeds 350°C, both reaching the preset warm-up completion threshold. At this point, the decision module issues a command, the clutch actuator engages the clutch, and the engine torque couples with the drive motor torque, smoothly switching the system to parallel drive mode for efficient vehicle propulsion. Thus, with the engine fully warmed up, emissions under control, and lubrication adequate, it begins to leverage its efficient direct-drive advantages.

[0084] In traditional solutions, the engine operating point is forced into a high-load, high-speed range after a cold start. This application, however, guides the engine to first operate in an optimized, high-efficiency warm-up range, and then enters the high-efficiency parallel operation range after the warm-up conditions are met.

[0085] The joint control method for a plug-in hybrid electric vehicle provided in this application has the following beneficial effects: First, it significantly improves emission performance under cold start conditions.

[0086] When high load demand is detected and the engine is in a cold start state, this application does not directly connect the engine to parallel mode to bear the high load. Instead, it controls the engine to enter series drive mode and operate in a preset high-efficiency warm-up range. This range prioritizes increasing coolant and exhaust temperatures, allowing the engine to warm up rapidly under relatively mild loads, especially enabling the three-way catalytic converter to quickly reach its effective ignition temperature. This avoids the problems of incomplete fuel combustion and large emissions of pollutants such as hydrocarbons and carbon monoxide caused by direct high-load operation in a cold engine state, thus effectively meeting increasingly stringent emission regulations.

[0087] Second, it effectively extends engine lifespan and improves reliability.

[0088] During a cold start, engine oil has high viscosity and poor lubrication performance, and a stable oil film has not yet formed on key friction pairs (such as piston rings and cylinder liners, crankshaft and bearings). This application uses a series mode to allow the engine to operate smoothly within its efficient warm-up range. Once the oil temperature rises to the normal operating range, it switches to a parallel mode to participate in driving, avoiding abnormal wear caused by directly bearing high load impacts in a cold start state, and significantly improving the engine's durability and long-term operational reliability.

[0089] Third, it balances dynamic responsiveness with energy management efficiency.

[0090] Under heavy load conditions, this application does not sacrifice the vehicle's power performance due to warm-up requirements. In series drive mode, the engine drives the generator to produce electricity, which, together with the power battery, supplies power to the drive motor, still meeting the high power demands at the wheels and ensuring the vehicle's acceleration, overtaking, or hill-climbing capabilities. Simultaneously, the efficient warm-up range setting ensures the engine operates at a relatively economical operating point during warm-up, avoiding fuel waste from idling and achieving comprehensive optimization of emission control, power output, and fuel economy.

[0091] Fourth, achieve intelligent and smooth mode switching.

[0092] This application uses engine temperature information and warm-up status to intelligently determine when to switch between series and parallel driving modes. When the warm-up status meets the preset warm-up completion conditions, it automatically switches to parallel drive mode, allowing the engine to directly participate in driving the vehicle, thus fully leveraging its high-efficiency driving advantages after the engine reaches its optimal operating state. The entire process is automated, requiring no driver intervention, thereby improving the overall intelligence level of the vehicle and the driving experience.

[0093] In summary, this application, by implementing a warm-up-priority series mode control for cold-start engines under high-load demand conditions, ensures both emission compliance and engine lifespan while balancing power demand and energy efficiency. This represents a significant optimization and innovation of existing plug-in hybrid vehicle control strategies.

[0094] Based on the same concept, embodiments of the present invention provide a joint control system for a plug-in hybrid vehicle, such as... Figure 3 The diagram shows a structural block diagram of a joint control system for a plug-in hybrid electric vehicle. The joint control system 300 of the plug-in hybrid electric vehicle includes: The operating condition monitoring module 310 is used to monitor whether the vehicle is under high load demand conditions.

[0095] The information acquisition module 320 is used to acquire the engine temperature information of the vehicle when the vehicle is under high load demand conditions.

[0096] The cold start determination module 330 is used to determine whether the engine is in a cold start state based on engine temperature information.

[0097] The mode management module 340 is used to control the vehicle's power system to enter series drive mode if the engine is in a cold start state, and to monitor the engine's warm-up status. In series drive mode, the engine operates in a preset high-efficiency warm-up range to drive the generator to generate electricity. The generated electricity, together with the power battery, powers the drive motor to meet the power demand at the wheels.

[0098] The mode management module 340 is also used to control the power system to switch to parallel drive mode when the warm-up state meets the preset warm-up completion conditions, so that the engine directly participates in driving the vehicle.

[0099] In one embodiment, the operating condition monitoring module 310 is further used to collect vehicle operating status parameters; wherein, the operating status parameters include at least one of vehicle driving speed, driver power demand, battery state of charge and engine state; and based on the operating status parameters, it is determined whether the vehicle is under high load demand condition.

[0100] In one embodiment, the operating status parameters include vehicle speed, driver power demand, and battery state of charge; the operating condition monitoring module 310 is further configured to determine that the vehicle is in a high-load demand condition if the vehicle speed is greater than a preset speed threshold and the driver power demand is greater than the sum of the maximum external characteristic power of the drive motor at the current speed and the available power of the power battery.

[0101] In one embodiment, the engine temperature information includes at least one of engine coolant temperature, engine oil temperature, and intake air temperature; the cold start determination module 330 is further configured to determine that the engine is in a cold start state when the engine temperature information is lower than the respective preset cold start temperature threshold.

[0102] In one implementation, the efficient warm-up zone refers to a preset operating speed and load range with the control objective of prioritizing the increase of engine coolant temperature and exhaust temperature. The joint control system 300 of the plug-in hybrid vehicle also includes a warm-up zone determination module, which determines the efficient warm-up zone based on at least one of ambient temperature, warm-up progress, and battery state of charge.

[0103] The system provided in this embodiment of the invention has the same implementation principle and technical effects as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the system embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0104] This invention also provides an electronic device, such as... Figure 4 The diagram shows the structure of the electronic device, which includes a processor 41 and a memory 40. The memory 40 stores computer-executable instructions that can be executed by the processor 41. The processor 41 executes the computer-executable instructions to implement the aforementioned joint control method for plug-in hybrid vehicles.

[0105] exist Figure 4 In the illustrated embodiment, the electronic device further includes a bus 42 and a communication interface 43, wherein the processor 41, the communication interface 43, and the memory 40 are connected via the bus 42.

[0106] The memory 40 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 43 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 42 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 42 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0107] Processor 41 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 41 or by software instructions. Processor 41 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this invention can be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in the memory. The processor 41 reads the information in the memory and, in conjunction with its hardware, completes the steps of the joint control method for the plug-in hybrid vehicle of the aforementioned embodiment.

[0108] This invention also provides a computer-readable storage medium storing computer-executable instructions. When these computer-executable instructions are invoked and executed by a processor, they cause the processor to implement the aforementioned joint control method for plug-in hybrid vehicles. For specific implementation details, please refer to the foregoing method embodiments, which will not be repeated here.

[0109] The computer program product of the combined control method, system and electronic device for plug-in hybrid vehicles provided in the embodiments of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods in the preceding method embodiments. For specific implementation, please refer to the method embodiments, which will not be repeated here.

[0110] Unless otherwise specifically stated, the relative steps, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention.

[0111] If the functionality is implemented as a software functional unit and sold or used as an independent product, it can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0112] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, 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 the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0113] Finally, it should be noted that the above embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A joint control method for a plug-in hybrid electric vehicle, characterized in that, The method includes: Monitor whether the vehicle is operating under high load conditions; When the vehicle is under high load demand conditions, the engine temperature information of the vehicle is obtained; If the engine is determined to be in a cold start state based on the engine temperature information, the vehicle's power system is controlled to enter the series drive mode, and the engine's warm-up status is monitored. In the series drive mode, the engine operates in a preset high-efficiency warm-up range to drive the generator to generate electricity. The generated electricity, together with the power battery, powers the drive motor to meet the power demand at the wheels. When the warm-up state meets the preset warm-up completion conditions, the power system is controlled to switch to parallel drive mode so that the engine directly participates in driving the wheels.

2. The method according to claim 1, characterized in that, The monitoring of whether the vehicle is under high-load demand conditions includes: The vehicle's operating status parameters are collected; wherein, the operating status parameters include at least one of the following: vehicle speed, driver power demand, battery state of charge, and engine state. Based on the operating status parameters, determine whether the vehicle is under high load demand conditions.

3. The method according to claim 2, characterized in that, The operating status parameters include vehicle speed, driver power demand, and battery state of charge; determining whether the vehicle is under high load demand conditions includes: If the vehicle's speed exceeds a preset speed threshold, and the driver's power demand exceeds the sum of the maximum external characteristic power of the drive motor at the current speed and the available power of the power battery, then the vehicle is determined to be under high load demand conditions.

4. The method according to claim 1, characterized in that, The engine temperature information includes at least one of engine coolant temperature, engine oil temperature, and intake air temperature; when the engine temperature information is lower than the corresponding preset cold start temperature threshold, the engine is determined to be in a cold start state.

5. The method according to claim 1, characterized in that, The high-efficiency warm-up zone refers to a preset operating speed and load range with the control objective of prioritizing the increase of engine coolant temperature and exhaust temperature.

6. The method according to claim 1, characterized in that, Before determining whether the engine is in a cold start state based on the engine temperature information, the method further includes: determining the efficient warm-up range based on at least one of ambient temperature, warm-up progress, and battery state of charge.

7. The method according to claim 1, characterized in that, The warm-up state includes at least one of the engine coolant temperature, engine oil temperature, and three-way catalytic converter carrier temperature; the warm-up completion condition is that at least one of the following conditions is met: The engine coolant temperature is greater than or equal to a first temperature threshold. The oil temperature is greater than or equal to the second temperature threshold. The temperature of the three-way catalytic converter carrier is greater than or equal to its preset effective ignition temperature.

8. A joint control system for a plug-in hybrid electric vehicle, characterized in that, The system includes: The operating condition monitoring module is used to monitor whether the vehicle is under high load demand conditions; The information acquisition module is used to acquire the engine temperature information of the vehicle when the vehicle is under high load demand conditions. The cold start determination module is used to determine whether the engine is in a cold start state based on the engine temperature information. The mode management module is used to control the vehicle's power system to enter the series drive mode if the engine is in a cold start state, and to monitor the engine's warm-up status. In the series drive mode, the engine operates in a preset high-efficiency warm-up range to drive the generator to generate electricity. The generated electricity and the power battery work together to power the drive motor to meet the power demand at the wheels. The mode management module is also used to control the power system to switch to parallel drive mode when the warm-up state meets the preset warm-up completion conditions, so that the engine directly participates in driving the vehicle.

9. An electronic device, characterized in that, The method includes a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions that, when invoked and executed by a processor, cause the processor to perform the method according to any one of claims 1 to 7.

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