Plug-in hybrid vehicle power conservation control method, vehicle, medium, and product

Abstract

The application provides a power preservation control method of a plug-in hybrid vehicle, a vehicle, a medium and a product. The method comprises the following steps: determining the maximum discharge power, the maximum charge power and the nominal power of an engine under a current working condition according to an obtained driving mode, a power preservation mode, a wheel end requested torque and a vehicle speed; determining a charge coefficient according to the obtained power preservation mode and a battery charge deviation; calculating an initial expected charge power; performing power limitation on the initial expected charge power to obtain an expected charge power; determining an engine basic rotating speed according to the expected charge power; when an obtained environmental parameter meets a preset correction trigger condition, generating an engine environmental compensation rotating speed according to the environmental parameter, and correcting the basic rotating speed upward according to the engine environmental compensation rotating speed to obtain an expected engine rotating speed. The application solves the energy efficiency and power performance problems caused by poor environmental adaptability of a traditional strategy, and the vehicle can adapt to changes in environmental temperature and altitude.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a power supply control method, vehicle, medium, and product for a plug-in hybrid electric vehicle. Background Technology

[0002] The core of a rule-based energy management strategy is to pre-set a set of static control rules and thresholds, such as the battery state of charge (SOC), vehicle power demand, and vehicle speed. The controller queries the rule base based on the vehicle's real-time status parameters and decides on the optimal operating mode (such as pure electric mode, series mode, engine direct drive mode, parallel mode, etc.).

[0003] In existing technologies, the rules and parameters of traditional control strategies (such as mode switching thresholds and engine start-stop conditions) are usually calibrated based on standard environments (such as normal temperature and plains), ignoring the two key influencing factors of ambient temperature and altitude. This makes it impossible to always ensure that the system operates in the overall optimal state, thus limiting the further improvement of the overall economy of PHEV vehicles.

[0004] In addition, traditional strategies typically provide only a fixed set of economic-oriented rules for all drivers, failing to respond to the personalized needs expressed by drivers through driving modes. Summary of the Invention

[0005] Based on the above problems, this invention proposes a power-saving control method, vehicle, medium, and product for plug-in hybrid electric vehicles. This invention solves the energy efficiency and power performance issues caused by the poor environmental adaptability of traditional strategies. The vehicle can adapt to changes in ambient temperature and altitude, effectively overcoming problems such as deteriorating fuel economy, accelerated battery life degradation, and insufficient engine power in harsh environments such as high temperatures and high altitudes. This invention also addresses the problem that traditional strategies cannot respond to the personalized needs of drivers. By using the driver's driving mode selection as a key decision dimension, this invention achieves an intelligent balance between fuel economy and power responsiveness in different modes such as "Economy" and "Sport," thereby improving the driving experience.

[0006] This invention proposes a power-saving control method for plug-in hybrid electric vehicles, comprising: Based on the obtained driving mode, power preservation mode, wheel-end requested torque and vehicle speed, determine the engine's maximum discharge power, maximum charging power and nominal power under the current operating conditions; The charging coefficient is determined based on the obtained power preservation mode and battery charge deviation; Calculate the initial expected charging power based on the maximum discharge power, maximum charging power, nominal power, and charging coefficient; The desired charging power is obtained by limiting the initial desired charging power; Determine the engine's base speed based on the desired charging power; When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, and the base speed is corrected upward based on the engine environmental compensation speed to obtain the desired engine speed. Control the engine to run at the desired engine speed.

[0007] In addition, based on the obtained driving mode, power-saving mode, wheel-end requested torque, and vehicle speed, the engine's maximum discharge power, maximum charging power, and nominal power under the current operating conditions are determined, including: The maximum discharge power, maximum charging power, and nominal power of the engine under the current operating conditions are determined by querying a pre-calibrated basic power mapping table.

[0008] In addition, the charging coefficient is determined based on the acquired power preservation mode and battery charge deviation, including: The initial value of the charging coefficient is determined based on the power preservation mode; The initial value is corrected by the battery charge deviation to obtain the charging coefficient, so that the charging coefficient is within a preset range. The battery charge deviation is the difference between the current state of charge of the battery and the target state of charge of the battery.

[0009] In addition, the initial expected charging power is calculated based on the maximum discharge power, maximum charging power, nominal power, and charging coefficient, including: , in, For the initial desired charging power, Nominal power, The charging coefficient, For maximum discharge power, This represents the maximum charging power.

[0010] In addition, the engine base speed is determined based on the desired charging power, including: Query the pre-calibrated engine base speed mapping table, and find the engine base speed according to the expected charging power. The engine base speed mapping table is calibrated based on the engine's universal characteristic curve.

[0011] In addition, the environmental parameters include at least the ambient temperature, and the correction trigger condition is the first temperature threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds the preset first temperature threshold, the high temperature correction speed is obtained by querying the high temperature speed correction mapping table based on the engine intake air temperature value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the high-temperature correction speed.

[0012] In addition, the environmental parameters include at least the ambient temperature, and the correction trigger condition is the first temperature threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds the preset first temperature threshold, then calculate the temperature-speed compensation amount. , , in, Based on the high-temperature correction factor, Intake air temperature, The high temperature trigger threshold, For engine load rate, This is the load influence factor. The coefficient representing the influence of water temperature. This refers to the coolant temperature. This is the reference threshold for coolant. Indicates taking ; The sum of the engine base speed and the temperature-compensated speed is the engine environmental compensation speed.

[0013] In addition, environmental parameters include at least altitude, and the correction trigger condition is the first altitude threshold; When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the altitude exceeds the preset first altitude threshold, the altitude-corrected speed is obtained by querying the plateau speed correction mapping table based on the altitude value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the altitude-corrected speed.

[0014] In addition, environmental parameters include at least altitude, and the correction trigger condition is the first altitude threshold; When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the altitude exceeds the preset first altitude threshold, then calculate the altitude-speed compensation amount. The sum of the engine base speed and the altitude speed compensation is the engine environmental compensation speed. in, This is the plateau correction factor. Standard atmospheric pressure at sea level. The measured ambient atmospheric pressure; If the engine is a turbocharged engine, then increase the correction factor. Calculate the turbine altitude speed compensation amount ; The sum of the engine base speed and the turbine altitude speed compensation is the engine environmental compensation speed.

[0015] In addition, environmental parameters include at least ambient temperature and altitude; When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds a preset first temperature threshold and the altitude exceeds a preset first altitude threshold, then the engine speed is compensated based on the ambient temperature. Based on the ambient temperature-compensated engine speed, the engine speed is further compensated based on the altitude to finally obtain the engine environmental-compensated speed.

[0016] In addition, if the engine intake air temperature is detected to exceed the second temperature threshold, the vehicle speed threshold for entering parallel mode is increased.

[0017] The present invention also proposes a vehicle employing the power-saving control method for plug-in hybrid vehicles as described in any of the preceding claims.

[0018] In addition, the vehicle is equipped with temperature sensors and a barometer.

[0019] The present invention also proposes a storage medium storing computer instructions, which, when executed by a computer, are used to perform the power-saving control method for a plug-in hybrid vehicle as described in any of the preceding claims.

[0020] The present invention also proposes a computer program product, including a computer program / instruction that, when executed by a processor, implements the power-saving control method for a plug-in hybrid vehicle as described in any of the preceding claims.

[0021] This invention addresses the energy efficiency and power performance issues caused by the poor environmental adaptability of traditional strategies. The vehicle can adapt to changes in ambient temperature and altitude, effectively overcoming problems such as deteriorating fuel economy, accelerated battery life degradation, and insufficient engine power in harsh environments like high temperatures and high altitudes. This invention also solves the problem of traditional strategies failing to respond to individual driver needs. By using the driver's driving mode selection as a key decision-making dimension, the invention achieves an intelligent balance between fuel economy and power responsiveness in different modes such as "Economy" and "Sport," thereby enhancing the driving experience. Attached Figure Description

[0022] Figure 1 A flowchart of a power-saving control method for a plug-in hybrid vehicle provided in an embodiment of the present invention; Figure 2A schematic diagram of the control system interaction logic of a plug-in hybrid vehicle provided in one embodiment of the present invention; Figure 3 A flowchart of a power-saving control method for a plug-in hybrid vehicle provided in one embodiment of the present invention. Detailed Implementation

[0023] The present invention will be further described in detail below with reference to specific embodiments and accompanying drawings. This description is intended only to illustrate specific embodiments of the invention and does not constitute any limitation on the invention. The scope of protection of the invention is defined by the claims.

[0024] Reference Figure 1 This invention proposes a power-saving control method for plug-in hybrid electric vehicles, comprising: Step S001: Based on the obtained driving mode, power preservation mode, wheel-end requested torque and vehicle speed, determine the engine's maximum discharge power, maximum charging power and nominal power under the current operating conditions; Step S002: Determine the charging coefficient based on the obtained power preservation mode and battery charge deviation; Step S003: Calculate the initial expected charging power based on the maximum discharge power, maximum charging power, nominal power, and charging coefficient; Step S004: Apply power limiting to the initial desired charging power to obtain the desired charging power; Step S005: Determine the engine base speed based on the desired charging power; Step S006: When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated according to the environmental parameters, and the base speed is corrected upward according to the engine environmental compensation speed to obtain the desired engine speed. Step S007: Control the engine to run at the desired engine speed.

[0025] In existing technologies, when the driver selects "Sport" mode, the system may not be able to provide stronger power response and battery reserve in a timely manner; when the driver selects "Mountain" mode, the system may not be able to intelligently reserve more battery power for long uphill sections. In step S001 of this invention, based on the acquired driving mode, battery reserve mode, wheel-end requested torque, and vehicle speed, the maximum discharge power, maximum charging power, and nominal power of the engine under the current operating conditions are determined. Driving modes include, for example, "Sport" mode, and power-saving modes include, for example, intelligent power saving or forced power saving.

[0026] Optionally, based on the driving mode, power-saving mode, wheel-end torque request, and vehicle speed, three key base power parameters are obtained by querying a pre-calibrated base power mapping table: Maximum discharge power (Engine_Dischrg, Engine Discharge Max): Under current operating conditions, the maximum power that the engine can provide for driving and charging.

[0027] Maximum charging power (Engine_ChrgMax, Engine Charge Max): The maximum power value that the engine is allowed to generate electricity under the current operating conditions (usually expressed as a negative value).

[0028] Nominal power (norm): A reference power value under the current basic operating conditions.

[0029] This invention uses the driver's driving mode selection as a key decision-making dimension to achieve an intelligent balance between fuel economy and power responsiveness in different modes such as "Economy" and "Sport", thereby improving the driving experience.

[0030] Basic power mapping table

[0031] In step S002, the charging coefficient is determined based on the acquired power preservation mode and battery charge deviation; The charging coefficient F is a key adjustment parameter output by the power preservation mode strategy layer, with a value range of [-1, 1]. The physical meaning of this coefficient lies in dynamically adjusting the charging demand based on the deviation between the current SOC and the target SOC. SOC stands for State of Charge, also known as the state of charge or remaining charge.

[0032] When F>0, it indicates that the system has a strong need for discharge or reduced charging.

[0033] When F < 0, it indicates that the system has a strong charging demand.

[0034] When F=0, the system maintains the nominal power.

[0035] Optionally, the initial value of the charging coefficient is first determined according to the power protection mode. For example, if the power protection mode is intelligent power protection, the initial value is set to 0. At this time, the system prioritizes economy and does not actively bias the charging or discharging demand. If the power protection mode is forced power protection, the initial value is set to -0.6. This data can be calibrated. At this time, a base value biased towards charging is preset, indicating that there is already a medium intensity charging demand when there is no deviation.

[0036] The initial value is corrected by the battery charge deviation to obtain the charging coefficient, so that the charging coefficient is within a preset range. The battery charge deviation is the difference between the current state of charge of the battery and the target state of charge of the battery.

[0037] The corrected formula is, for example:F = Fbase + K Δ SOC , Fbase Let K be the initial value, K be the correction coefficient, and Δ be the value. SOC This represents the battery charge deviation.

[0038] In step S003, the initial expected charging power is calculated based on the maximum discharge power, maximum charging power, nominal power, and charging coefficient. Optionally, a piecewise adaptive algorithm is used to calculate the initial expected charging power by linearly interpolating between the maximum discharge power, nominal power and maximum charging power based on the value of the charging coefficient F.

[0039]

[0040] In this case, the output power decreases as F decreases (the absolute value increases) between norm and Engine_ChrgMax (i.e., the charging power increases). When F = 1, the output is the maximum discharge power Engine_Dischrg. When F = -1, the output is the maximum charging power Engine_ChrgMax.

[0041] In step S004, the initial desired charging power is limited to obtain the desired charging power; To ensure that the system operates within a safe range, the calculated initial expected power needs to be processed through a series of power limiting steps (such as considering the instantaneous charge and discharge acceptance capacity of the battery and the peak torque limit of the engine) to finally output a safe and feasible final expected charging power as the input for subsequent control steps.

[0042] In step S005, the base engine speed is determined based on the desired charging power; Based on the desired charging power, a pre-calibrated engine base speed mapping table is consulted to obtain an initial engine base speed. This mapping table is calibrated based on the engine's universal characteristic curve, and its core purpose is to enable the engine to operate in the speed range with optimal fuel economy for a given charging power request.

[0043] In step S006, when the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated according to the environmental parameters, and the base speed is corrected upward according to the engine environmental compensation speed to obtain the desired engine speed. In existing technologies, engine thermal efficiency decreases at high temperatures, while power reduction occurs due to insufficient air intake at high altitudes. In such cases, traditional strategies fail to detect environmental changes and continue to use power distribution logic based on standard operating conditions. This causes the engine to frequently operate in inefficient and unstable ranges, ultimately leading to problems such as a surge in vehicle energy consumption, insufficient power, and accelerated degradation of the lifespan of critical components (such as batteries).

[0044] Optionally, the environmental parameters include at least the ambient temperature, and the correction trigger condition is a first temperature threshold. If the ambient temperature exceeds the preset first temperature threshold, the high temperature correction speed is obtained by querying the high temperature speed correction mapping table based on the engine intake air temperature value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the high-temperature correction speed.

[0045] The high-temperature speed correction table corresponds one-to-one with the engine intake air temperature value and the high-temperature correction speed. The table gradually increases the speed according to the temperature to find the lowest speed (i.e., the high-temperature correction speed) that can ensure the stable operation of the engine. Optionally, the environmental parameters include at least altitude, and the correction trigger condition is a first altitude threshold. If the altitude exceeds the preset first altitude threshold, the altitude-corrected speed is obtained by querying the plateau speed correction mapping table based on the altitude value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the altitude-corrected speed.

[0046] The high-altitude speed correction mapping table corresponds one-to-one with altitude-corrected speeds. The calibration method involves measuring engine power degradation at different altitudes on a high-altitude simulation test bench or in an actual high-altitude environment. The goal is to determine the required engine speed to compensate for power degradation (or maintain charging power). The calibration process is as follows: keeping engine output torque (or power) constant, as altitude increases, intake air volume decreases, and torque drops. Therefore, the engine speed needs to be increased to restore power (because power = torque × speed). Through experiments, the minimum engine speed required to maintain the target power at different altitudes is recorded, thus calibrating the high-altitude speed correction mapping table (altitude - corrected speed).

[0047] It should be noted that when the vehicle is idling and the system's default charging power is a fixed value (6kW), the engine speed will be maintained at the preset idle speed to ensure the stability and comfort of idling charging, and will not participate in high temperature and high altitude correction. That is, it is not necessary to determine whether the environmental parameters meet the preset correction trigger conditions.

[0048] In step S007, the engine is controlled to run at the desired engine speed.

[0049] Optionally, to ensure smooth and reliable control, the engine speed is finalized and output as the execution result: Limiting the engine speed: Limit the engine speed to between the minimum allowable idle speed and the maximum safe speed.

[0050] Filtering: The engine speed signal is smoothed by using filtering algorithms (such as first-order low-pass filtering or slope limiting) to avoid sudden changes in output speed.

[0051] After the above processing, the system outputs the final desired engine speed value and sends it to the engine control unit (ECU) for execution. This ensures stable and efficient engine operation under various environments while meeting charging power requirements. See the schematic diagram of the vehicle control system interaction logic. Figure 2 .

[0052] The system comprises: IHU (Infotainment Head Unit): used to input driver commands; BMS (Battery Management System): used to monitor battery status; HCU (Hybrid Control Unit): the core controller, used to receive the above information, execute the intelligent battery protection control method of this invention, and calculate the desired engine speed; and EMS (Engine Management System): used to execute the speed commands from the HCU, driving the engine to charge the battery.

[0053] This invention addresses the energy efficiency and power performance issues caused by the poor environmental adaptability of traditional strategies. The vehicle can adapt to changes in ambient temperature and altitude, effectively overcoming problems such as deteriorating fuel economy, accelerated battery life degradation, and insufficient engine power in harsh environments like high temperatures and high altitudes. This invention also solves the problem of traditional strategies failing to respond to individual driver needs. By using the driver's driving mode selection as a key decision dimension, this invention enables the battery-saving strategy to intelligently balance fuel economy and power responsiveness in different modes such as "Economy" and "Sport," thereby improving the driving experience. Furthermore, this invention addresses the limited global economic optimization of traditional strategies under complex multi-dimensional conditions. It constructs a multi-dimensional rule base that integrates vehicle state, environmental parameters, and driving intentions. This significantly improves the overall energy efficiency of the strategy under various complex real-world conditions without introducing complex online optimization algorithms, while fully retaining the high reliability and strong real-time performance advantages of deterministic rule strategies.

[0054] In one embodiment, determining the engine's maximum discharge power, maximum charging power, and nominal power under the current operating conditions based on the acquired driving mode, power-saving mode, wheel-end requested torque, and vehicle speed includes: The maximum discharge power, maximum charging power, and nominal power of the engine under the current operating conditions are determined by querying a pre-calibrated basic power mapping table.

[0055] With the offline calibrated basic power mapping table, the controller only needs to perform two-dimensional or three-dimensional table lookup and simple interpolation based on the current input driving mode, power preservation mode, wheel end requested torque and vehicle speed to obtain the three required power parameters in a very short time. There is no need to perform complex online iterative calculations, which fully meets the real-time requirements of the vehicle control system.

[0056] In one embodiment, determining the charging coefficient based on the acquired power preservation mode and battery charge deviation includes: The initial value of the charging coefficient is determined based on the power preservation mode; The initial value is corrected by the battery charge deviation to obtain the charging coefficient, so that the charging coefficient is within a preset range. The battery charge deviation is the difference between the current state of charge of the battery and the target state of charge of the battery.

[0057] First, the initial value is determined through the power preservation mode (e.g., the initial value is 0 in intelligent power preservation mode and negative in forced power preservation mode), which directly reflects the driver's macro-level demand for maintaining power. Then, it is dynamically corrected based on the deviation between the current state of charge and the target state of charge, so that the charging coefficient can both conform to the user's power preservation preference and respond to the actual battery power status in real time, realizing a clear division of labor between the upper-level strategy and the lower-level feedback.

[0058] If the charging coefficient is generated solely based on the charge deviation, strong charging or discharging commands can easily be generated when the deviation is large, causing drastic fluctuations in engine power. This embodiment first sets a reasonable initial value and then applies controlled deviation correction, which can effectively limit the correction range, allowing the charging coefficient to transition smoothly and avoiding unstable control behavior caused by instantaneous deviations.

[0059] Ensure that the charging coefficient is always within a reasonable operating range. Within the range of 1,1], it is ensured that the subsequent expected charging power calculation is within the safe boundaries allowed by the engine and battery, and there will be no invalid instructions that exceed the maximum discharge capacity of the engine or the maximum charging capacity, thus improving the safety and robustness of the system.

[0060] In one embodiment, calculating the initial expected charging power based on the maximum discharge power, maximum charging power, nominal power, and charging coefficient includes: , in, For the initial desired charging power, Nominal power, The charging coefficient, For maximum discharge power, This represents the maximum charging power.

[0061] In this case, the output power decreases as F decreases (the absolute value increases) between norm and Engine_ChrgMax (i.e., the charging power increases). When F = 1, the output is the maximum discharge power Engine_Dischrg. When F = -1, the output is the maximum charging power Engine_ChrgMax.

[0062] because Since the charging power itself changes continuously with the charge deviation, the calculated expected charging power is also continuous, and there will be no power jump caused by mode switching, which ensures the smoothness of engine load and improves the driving experience.

[0063] In one embodiment, determining the engine base speed based on the desired charging power includes: Query the pre-calibrated engine base speed mapping table, and find the engine base speed according to the expected charging power. The engine base speed mapping table is calibrated based on the engine's universal characteristic curve.

[0064] Based on the desired charging power, a pre-calibrated engine base speed mapping table is consulted to obtain an initial engine base speed. This mapping table is calibrated based on the engine's universal characteristic curve, and its core purpose is to enable the engine to operate in the speed range with optimal fuel economy for a given charging power request.

[0065] In one embodiment, the environmental parameters include at least the ambient temperature, and the correction trigger condition is a first temperature threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds the preset first temperature threshold, the high temperature correction speed is obtained by querying the high temperature speed correction mapping table based on the engine intake air temperature value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the high-temperature correction speed.

[0066] The system monitors the intake air temperature in real time and determines whether it exceeds a preset first temperature threshold, such as 45°C. If it exceeds the threshold of 45°C, the system queries the high-temperature speed correction mapping table based on the intake air temperature value to obtain a high-temperature correction speed. The higher the intake air temperature, the higher the requested engine correction speed.

[0067] The engine's base speed is compared with its high-temperature correction speed, and the larger of the two values ​​is taken as the intermediate output speed. This operation aims to ensure that the engine speed does not fall below the safe speed required for cooling and anti-knock in high-temperature environments.

[0068] In one embodiment, the environmental parameters include at least the ambient temperature, and the correction trigger condition is a first temperature threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds the preset first temperature threshold, then calculate the temperature-speed compensation amount. , , in, Based on the high temperature correction factor, Intake air temperature, The high temperature trigger threshold, For engine load rate, This is the load influence factor. The coefficient representing the influence of water temperature. This refers to the coolant temperature. This is the reference threshold for coolant. Indicates taking ; The sum of the engine base speed and the temperature-compensated speed is the engine environmental compensation speed.

[0069] This formula not only considers intake air temperature as a direct triggering condition, but also introduces engine load rate and coolant temperature as correction factors. When the engine is under high load or the coolant is already at a high temperature, the compensation amount will be automatically amplified even if the intake air temperature is the same (for example, under heavy load and coolant temperature of 105°C, the compensation amount can be nearly 10 times that under light load conditions). This multi-dimensional joint sensing mechanism can accurately reflect the engine's true thermal state and knock risk.

[0070] The following are examples: Indicates taking This means it only works when the threshold is exceeded.

[0071] It is the engine load rate (0~1), for example, the ratio of the current output torque to the maximum torque.

[0072] For example, 95℃.

[0073] set up , , threshold , .

[0074] Situation A: Light load Intake temperature Coolant temperature (The threshold was not exceeded, so the second item is 1).

[0075] , Situation B: Heavy load , Coolant temperature (Exceeding 10°C).

[0076] , With the same 50°C intake air, a 1710 RPM increase is needed under heavy load with high-temperature coolant, while only a 180 RPM increase is needed under light load. This is more in line with actual physical requirements.

[0077] This embodiment addresses the problems of insufficient single input dimension and inadequate compensation under high load due to oversimplification of linear models.

[0078] In one embodiment, the environmental parameters include at least altitude, and the correction trigger condition is a first altitude threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the altitude exceeds the preset first altitude threshold, the altitude-corrected speed is obtained by querying the plateau speed correction mapping table based on the altitude value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the altitude-corrected speed.

[0079] Speed ​​correction for high-altitude operating conditions: Judgment: The system monitors the altitude in real time and determines whether it exceeds the preset first altitude threshold, such as 1500 meters. Compensation will only begin when the corresponding air pressure is lower than a certain threshold (such as 85 kPa).

[0080] Correction: If the altitude exceeds the first altitude threshold, the plateau speed correction mapping table is queried based on the altitude value to obtain a plateau corrected speed. The higher the altitude, the higher the engine correction speed requested by the HCU.

[0081] Decision: Compare the intermediate speed after high-temperature correction with the high-altitude correction speed, and take the larger of the two as the speed after secondary correction. This operation aims to compensate for the power reduction caused by insufficient intake air volume in high-altitude environments, ensuring engine power output.

[0082] In one embodiment, the environmental parameters include at least altitude, and the correction trigger condition is a first altitude threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the altitude exceeds the preset first altitude threshold, then calculate the altitude-speed compensation amount. The sum of the engine base speed and the altitude speed compensation is the engine environmental compensation speed. in, This is the plateau correction factor. Standard atmospheric pressure at sea level. The measured ambient atmospheric pressure; If the engine is a turbocharged engine, then increase the correction factor. Calculate the turbine altitude speed compensation amount ; The sum of the engine base speed and the turbine altitude speed compensation is the engine environmental compensation speed.

[0083] The lookup table method is limited by discrete calibration points. Although intermediate values ​​can be obtained through interpolation, there may still be abrupt changes in the slope at threshold boundaries (such as when entering the plateau compensation zone). This formula uses measured air pressure as a continuous input, and the compensation amount changes monotonically and continuously as the air pressure decreases, without any abrupt changes. Combined with subsequent rate of change constraints, it can achieve a smooth transition of engine speed and improve the driving quality when driving at high altitudes.

[0084] Reference Figure 3 In one embodiment, the environmental parameters include at least ambient temperature and altitude; When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds a preset first temperature threshold and the altitude exceeds a preset first altitude threshold, then the engine speed is compensated based on the ambient temperature. Based on the ambient temperature-compensated engine speed, the engine speed is further compensated based on the altitude to finally obtain the engine environmental-compensated speed.

[0085] High-temperature environments directly affect the engine's thermal load and knocking tendency. If this is not addressed first, the engine may automatically limit torque or even shut down due to overheat protection, at which point altitude compensation will be meaningless. This embodiment prioritizes temperature compensation over altitude compensation, ensuring the engine's basic thermal safety before performing power compensation for thin air, which aligns with the physical logic hierarchy of engine control.

[0086] In one embodiment, if the engine intake air temperature is detected to exceed a second temperature threshold, the vehicle speed threshold for entering parallel mode is increased. The second temperature threshold is, for example, 56 degrees Celsius.

[0087] To further enhance charging performance in extreme environments (such as high temperatures and high altitudes), this invention also employs an adaptive adjustment strategy for parallel mode entry conditions. In parallel mode, engine speed is tied to vehicle wheel speed, preventing the engine from freely increasing speed to obtain higher charging power. Simultaneously, in high-temperature or high-altitude environments, the engine controller (ECU) actively limits the engine's maximum output torque to protect the engine. This results in the engine's actual output torque potentially being continuously limited to its maximum value in parallel mode, especially at higher vehicle speeds, severely restricting charging power and affecting charging performance.

[0088] To address this issue, the system dynamically adjusts the vehicle speed threshold for entering parallel mode based on real-time environmental parameters: When the intake air temperature is detected to exceed a certain threshold (56°C), the original parallel mode entry speed threshold (e.g., 75 km / h) is correspondingly increased (delayed to 80 km / h). As environmental conditions further deteriorate (intake air temperature rises to 60°C), the entry speed threshold is further increased (e.g., delayed to 100 km / h).

[0089] This strategy sacrifices some NVH (Noise, Vibration, and Harshness) performance in exchange for greater freedom in engine speed control, enabling it to operate in a more efficient speed range in series mode. This effectively improves power generation capacity and power supply performance under harsh conditions such as high temperature and high altitude.

[0090] This embodiment not only protects the engine, but more importantly, maintains power generation capacity—because in parallel mode, engine speed is tied to wheel speed, preventing the engine from freely increasing its speed for charging. Delaying parallel operation means retaining the series mode, thus ensuring that charging power does not decrease under high-temperature and high-altitude conditions. The present invention also proposes a vehicle employing the power-saving control method for plug-in hybrid vehicles as described in any of the preceding claims.

[0091] This invention addresses the energy efficiency and power performance issues caused by the poor environmental adaptability of traditional strategies. It enables vehicles to adapt to changes in ambient temperature and altitude, effectively overcoming problems such as deteriorating fuel economy, accelerated battery life degradation, and insufficient engine power in harsh environments like high temperatures and high altitudes. This invention also solves the problem of traditional strategies failing to respond to individual driver needs. By using the driver's driving mode selection as a key decision dimension, it achieves intelligent balancing of fuel economy and power responsiveness in different modes such as "Economy" and "Sport," thereby improving the driving experience. Furthermore, this invention addresses the limited global economic optimization of traditional strategies under complex multi-dimensional conditions. It constructs a multi-dimensional rule base integrating vehicle state, environmental parameters, and driving intentions. This significantly improves the overall energy efficiency of the strategy under various complex real-world conditions without introducing complex online optimization algorithms, while fully retaining the high reliability and strong real-time performance advantages of deterministic rule strategies.

[0092] In one embodiment, the vehicle is equipped with a temperature sensor and a barometer.

[0093] Temperature data and altitude are obtained through temperature sensors and barometers.

[0094] The present invention also proposes a storage medium storing computer instructions, which, when executed by a computer, are used to perform the power-saving control method for a plug-in hybrid vehicle as described in any of the preceding claims.

[0095] This invention addresses the energy efficiency and power performance issues caused by the poor environmental adaptability of traditional strategies. It enables vehicles to adapt to changes in ambient temperature and altitude, effectively overcoming problems such as deteriorating fuel economy, accelerated battery life degradation, and insufficient engine power in harsh environments like high temperatures and high altitudes. This invention also solves the problem of traditional strategies failing to respond to individual driver needs. By using the driver's driving mode selection as a key decision dimension, it achieves intelligent balancing of fuel economy and power responsiveness in different modes such as "Economy" and "Sport," thereby improving the driving experience. Furthermore, this invention addresses the limited global economic optimization of traditional strategies under complex multi-dimensional conditions. It constructs a multi-dimensional rule base integrating vehicle state, environmental parameters, and driving intentions. This significantly improves the overall energy efficiency of the strategy under various complex real-world conditions without introducing complex online optimization algorithms, while fully retaining the high reliability and strong real-time performance advantages of deterministic rule strategies.

[0096] This invention also proposes a computer program product, including a computer program / instruction, which, when executed by a processor, implements the power-saving control method for plug-in hybrid vehicles as described in any of the preceding claims. This invention solves the energy efficiency and power performance problems caused by the poor environmental adaptability of traditional strategies, enabling the vehicle to adapt to changes in ambient temperature and altitude, thereby effectively overcoming problems such as deteriorating fuel economy, accelerated battery life degradation, and insufficient engine power in harsh environments such as high temperatures and high altitudes. This invention solves the problem that traditional strategies cannot respond to the personalized needs of drivers. This invention uses the driver's driving mode selection as a key decision dimension, realizing an intelligent trade-off between fuel economy and power responsiveness in different modes such as "Economy" and "Sport," thereby improving the driving experience. This invention solves the problem that traditional strategies have limited global economic optimization under multi-dimensional complex conditions. This invention constructs a multi-dimensional rule base that integrates vehicle state, environmental parameters, and driving intentions, thereby significantly improving the overall energy efficiency of the strategy under various complex real-world conditions without introducing complex online optimization algorithms and while fully retaining all the advantages of high reliability and strong real-time performance of deterministic rule strategies.

[0097] This invention solves the technical challenge of the conflict between driving style and environmental constraints. Specifically, traditional solutions either only consider driving style (forcing high RPMs in Sport mode but potentially causing overheating) or only consider the environment (forcing high RPMs in high temperatures but ignoring the driver's power demands). This solution, through a decoupled design of a base layer and a compensation layer, allows both to be optimized independently before collaborating.

[0098] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0099] The above description is merely the principle and preferred embodiment of the present invention. It should be noted that, for those skilled in the art, several other modifications can be made based on the principle of the present invention, and these modifications should also be considered within the scope of protection of the present invention.

Claims

1. A power-saving control method for a plug-in hybrid electric vehicle, characterized in that, include: Based on the obtained driving mode, power preservation mode, wheel-end requested torque and vehicle speed, determine the engine's maximum discharge power, maximum charging power and nominal power under the current operating conditions; The charging coefficient is determined based on the obtained power preservation mode and battery charge deviation; Calculate the initial expected charging power based on the maximum discharge power, maximum charging power, nominal power, and charging coefficient; The desired charging power is obtained by limiting the initial desired charging power; Determine the engine's base speed based on the desired charging power; When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, and the base speed is corrected upward based on the engine environmental compensation speed to obtain the desired engine speed. Control the engine to run at the desired engine speed.

2. The power-saving control method for plug-in hybrid vehicles according to claim 1, characterized in that, Based on the obtained driving mode, power-saving mode, wheel-end requested torque, and vehicle speed, the engine's maximum discharge power, maximum charging power, and nominal power under the current operating conditions are determined, including: The maximum discharge power, maximum charging power, and nominal power of the engine under the current operating conditions are determined by querying a pre-calibrated basic power mapping table.

3. The power-saving control method for plug-in hybrid vehicles according to claim 1, characterized in that, The charging coefficient is determined based on the obtained power preservation mode and battery charge deviation, including: The initial value of the charging coefficient is determined based on the power preservation mode; The initial value is corrected by the battery charge deviation to obtain the charging coefficient, so that the charging coefficient is within a preset range. The battery charge deviation is the difference between the current state of charge of the battery and the target state of charge of the battery.

4. The power-saving control method for plug-in hybrid vehicles according to claim 1, characterized in that, The initial expected charging power is calculated based on the maximum discharge power, maximum charging power, nominal power, and charging coefficient, including: ， in, For the initial desired charging power, Nominal power, The charging coefficient, For maximum discharge power, This represents the maximum charging power.

5. The power-saving control method for plug-in hybrid vehicles according to claim 1, characterized in that, Determining the engine's base speed based on the desired charging power includes: Query the pre-calibrated engine base speed mapping table. Based on the expected charging power, find the engine base speed. The engine base speed mapping table is calibrated based on the engine's universal characteristic curve.

6. The power-saving control method for plug-in hybrid vehicles according to claim 1, characterized in that, Environmental parameters include at least ambient temperature, and the correction trigger condition is the first temperature threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds the preset first temperature threshold, the high temperature correction speed is obtained by querying the high temperature speed correction mapping table based on the engine intake air temperature value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the high-temperature correction speed.

7. The power-saving control method for plug-in hybrid vehicles according to claim 1, characterized in that, Environmental parameters include at least ambient temperature, and the correction trigger condition is the first temperature threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds the preset first temperature threshold, then calculate the temperature-speed compensation amount. , , in, Based on the high-temperature correction factor, Intake air temperature, The high temperature trigger threshold, For engine load rate, This is the load influence factor. The coefficient representing the influence of water temperature. This refers to the coolant temperature. This is the reference threshold for coolant. Indicates taking ; The sum of the engine base speed and the temperature-compensated speed is the engine environmental compensation speed.

8. The power-saving control method for a plug-in hybrid vehicle according to claim 1, characterized in that, Environmental parameters must include at least altitude, and the correction trigger condition is the first altitude threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the altitude exceeds the preset first altitude threshold, the altitude-corrected speed is obtained by querying the plateau speed correction mapping table based on the altitude value. The engine environmental compensation speed is determined by taking the larger of the engine base speed and the altitude-corrected speed.

9. The power-saving control method for a plug-in hybrid vehicle according to claim 1, characterized in that, Environmental parameters must include at least altitude, and the correction trigger condition is the first altitude threshold. When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the altitude exceeds the preset first altitude threshold, then calculate the altitude-speed compensation amount. The sum of the engine base speed and the altitude speed compensation is the engine environmental compensation speed. in, This is the plateau correction factor. Standard atmospheric pressure at sea level. The measured ambient atmospheric pressure; If the engine is a turbocharged engine, then increase the correction factor. Calculate the turbine altitude speed compensation amount ; The sum of the engine base speed and the turbine altitude speed compensation is the engine environmental compensation speed.

10. The power-saving control method for a plug-in hybrid vehicle according to claim 1, characterized in that, Environmental parameters should include at least ambient temperature and altitude; When the acquired environmental parameters meet the preset correction trigger conditions, the engine environmental compensation speed is generated based on the environmental parameters, including: If the ambient temperature exceeds a preset first temperature threshold and the altitude exceeds a preset first altitude threshold, then the engine speed is compensated based on the ambient temperature. Based on the ambient temperature-compensated engine speed, the engine speed is further compensated based on the altitude to finally obtain the engine environmental-compensated speed.

11. The power-saving control method for a plug-in hybrid vehicle according to claim 1, characterized in that, If the engine intake air temperature is detected to exceed the second temperature threshold, the vehicle speed threshold for entering parallel mode will be increased.

12. A vehicle, characterized in that, The power supply control method for plug-in hybrid vehicles as described in any one of claims 1-11 is adopted.

13. The vehicle according to claim 12, characterized in that, The vehicle is equipped with temperature sensors and a barometer.

14. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform the power-saving control method for a plug-in hybrid vehicle as described in any one of claims 1-11.

15. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the power-saving control method for a plug-in hybrid vehicle as described in any one of claims 1-11.

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