Vehicle control method and device, electronic equipment and vehicle

Abstract

This application discloses a vehicle control method, device, electronic device, and vehicle, belonging to the field of vehicle control technology. The method includes: acquiring vehicle operating status information in response to a traction control command; obtaining a series-parallel connection mode between the vehicle's engine and motor based on the target wheel torque and the required wheel torque determined from the operating status information; applying the series-parallel connection mode to the control process of the engine and motor; and during the control process, the series-parallel connection mode ensures that the vehicle's battery state of charge is greater than or equal to the target state of charge.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, device, electronic device, and vehicle. Background Technology

[0002] Hybrid vehicles often face the need to tow trailers, such as caravan trailers. Under towing conditions, the additional weight and wind resistance from the trailer keep the vehicle under constant high load.

[0003] However, when a hybrid vehicle is in traction mode, it needs to frequently request high power output. The drive mode, which is mainly driven by the electric motor, is prone to battery depletion under high load, which leads to the vehicle's power output relying entirely on the engine, resulting in insufficient vehicle power. Summary of the Invention

[0004] This application provides a vehicle control method, device, electronic equipment, and vehicle, which can be used to solve problems existing in related technologies. The technical solution is as follows: On one hand, embodiments of this application provide a vehicle control method, wherein the vehicle is connected to a trailer, the method comprising: in response to a traction control command for the vehicle, acquiring the vehicle's operating status information; obtaining a series-parallel connection mode between the vehicle's engine and motor based on a target wheel torque and a demand wheel torque determined by the operating status information; applying the series-parallel connection mode to a control process for the engine and the motor; wherein, during the control process, the series-parallel connection mode causes the state of charge of the vehicle's battery to be greater than or equal to a target state of charge.

[0005] On the other hand, a vehicle control device is provided, wherein the vehicle is connected to a trailer, the device comprising: an information acquisition module for acquiring the vehicle's operating status information in response to a traction control command for the vehicle; a mode acquisition module for obtaining a series-parallel connection mode between the vehicle's engine and motor based on a target wheel torque and a demand wheel torque determined by the operating status information; and a control module for applying the series-parallel connection mode to a control process of the engine and the motor; wherein, during the control process, the series-parallel connection mode causes the state of charge of the vehicle's battery to be greater than or equal to a target state of charge.

[0006] On the other hand, an electronic device is provided, comprising a processor and a memory, wherein the memory stores at least one computer program, which is loaded and executed by the processor to enable the computer device to implement any of the vehicle control methods described above.

[0007] On the other hand, a vehicle is provided, including: an engine, a motor, a body, and the aforementioned electronic equipment; the engine, the motor, and the electronic equipment are disposed inside the body, and the engine and the motor are respectively connected to the electronic equipment.

[0008] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored therein, the at least one computer program being loaded and executed by a processor to enable a computer to implement any of the vehicle control methods described above.

[0009] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform any of the vehicle control methods described above.

[0010] The technical solution provided in this application has at least the following beneficial effects: By responding to traction control commands and acquiring vehicle operating status information, the series-parallel connection mode between the engine and motor is determined based on the target wheel torque and the required wheel torque determined by the operating status information. During the control process, the battery's state of charge is maintained within a range greater than or equal to the target state of charge. This method actively maintains a high battery state of charge under traction conditions, which helps ensure that the motor can continuously provide power assistance, achieving sufficient power even under traction conditions and guaranteeing power stability when towing a trailer. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a schematic flowchart illustrating a vehicle control method according to an embodiment of this application; Figure 2 This is a schematic flowchart illustrating a vehicle control method according to another embodiment of this application; Figure 3 This is a schematic flowchart illustrating a vehicle control method according to another embodiment of this application; Figure 4 This is a schematic flowchart of a vehicle control method according to another embodiment of this application; Figure 5This is a schematic diagram of the structure of a vehicle according to an embodiment of this application; Figure 6 This is a schematic flowchart of a vehicle control method according to yet another embodiment of this application; Figure 7 This is a block diagram of a vehicle control device according to an embodiment of this application; Figure 8 This is a hardware structure diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0013] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0014] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0015] Before providing a detailed explanation of the vehicle control method provided in the embodiments of this application, the application scenarios provided in the embodiments of this application will be introduced first.

[0016] With the rapid development of the automotive industry and the continuous improvement of people's living standards, vehicles are equipped with more and more driver assistance functions and intelligent in-vehicle functions. Driver assistance and intelligent functions can improve the driver's driving experience and enhance vehicle safety in specific scenarios. Towing (trailering) mode is a key function of automobiles, with numerous applications, such as towing towed caravans (travel trailers) and trailers carrying equipment / goods (snowmobiles, small boats, building materials, furniture), etc.

[0017] The relevant technology suffers from at least the following problems: When the vehicle is in towing mode, the trailer generates significant wind resistance and weight, requiring frequent high-power requests. Without reserved power, the electric motor cannot provide effective assistance, and the vehicle's power relies entirely on the engine, resulting in sluggish acceleration. During critical moments such as overtaking or climbing long slopes, the lack of instantaneous peak torque from the electric motor may lead to insufficient power, posing a safety hazard. Therefore, the power distribution strategy in towing mode needs to be optimized to meet the vehicle's performance requirements.

[0018] To address the aforementioned issues, this application provides a vehicle control method. This method acquires vehicle operating status information in response to traction control commands, determines the series-parallel connection mode between the engine and motor based on the target wheel torque and the required wheel torque determined from the operating status information, and maintains the battery's state of charge (SOC) within a range greater than or equal to the target SOC during the control process. This proactive maintenance of a high SOC under traction conditions helps ensure the motor can continuously provide power assistance, achieving sufficient power even under traction conditions and guaranteeing power stability when towing a trailer.

[0019] like Figure 1 As shown, Figure 1 This application illustrates a vehicle control method according to an embodiment of the present application. In a specific embodiment, the vehicle control method can be applied to, for example... Figure 7 The vehicle control device 300 and the electronic equipment 400 equipped with the vehicle control device 300 are shown. Figure 8 The specific process of this embodiment will be described below. It is understood that this method can be executed by an electronic device with computing capabilities, which is connected to both the vehicle's engine and motor. For example, the electronic device can be a hybrid control unit (HCU) inside the vehicle, or a dedicated detection unit independent of the HCU, as long as it can execute the detection logic described in this embodiment. Alternatively, the electronic device can include a vehicle-side server, a cloud server, or other processors.

[0020] It should be noted that the "vehicle" involved in the embodiments of this application is a hybrid electric vehicle, which may include a plug-in hybrid electric vehicle (PHEV), a range-extended electric vehicle (REEV), or a conventional hybrid electric vehicle (HEV). Such vehicles are equipped with both a power battery and an internal combustion engine, and can be powered independently by the power battery, or powered by a generator driven by the internal combustion engine under specific operating conditions.

[0021] The following will address Figure 1 The process shown is described in detail. The vehicle control method may specifically include the following steps S110-S130.

[0022] Step S110: In response to the traction control command for the vehicle, obtain the vehicle's operating status information.

[0023] Traction control commands can be generated in various ways. For example, after confirming the connection of the towing device, the driver can manually trigger the traction mode request via virtual buttons on the central control screen, a physical switch near the gear shift lever, or a function key on the steering wheel. Alternatively, the vehicle can automatically identify the towing status and generate traction control commands by detecting the electrical interface connection signal at the trailer hitch or changes in the values ​​of the rear axle load sensor. Regardless of the triggering method, once the command is responded to, it means that the vehicle switches from a conventional economy or comfort-oriented strategy to a dedicated traction strategy oriented towards power reserve and high battery maintenance. Operating status information forms the data basis for subsequent decisions and includes at least parameters reflecting the vehicle's current dynamic characteristics (such as vehicle speed and acceleration), parameters reflecting the driver's intentions (such as accelerator pedal opening and brake pedal travel), and parameters reflecting the energy storage system status (such as the state of charge (SOC), temperature, voltage, and current of the power battery). Furthermore, considering the special nature of traction conditions, operating status information can also include environmental perception data, such as road gradient, altitude, and intake air temperature.

[0024] Step S120: Based on the target wheel torque and the required wheel torque determined by the operating status information, the series-parallel connection mode between the vehicle's engine and motor is obtained.

[0025] In this embodiment, the determination of the series-parallel mode does not rely solely on a single data point, but rather on a comprehensive consideration of two dimensions: target wheel torque and demand wheel torque. Demand wheel torque indicates the driving force the driver expects under current operating conditions, reflecting the instantaneous power request. Target wheel torque indicates the torque benchmark or boundary that should be output or can be tolerated to maintain system stability or meet specific power supply targets under the current operating state. By using these two as input variables for mode determination, it is possible to more accurately identify whether the current operating condition is in the high-efficiency range suitable for direct engine drive or more suitable for electric motor drive or series power generation. It should be noted that the detailed logic regarding how to specifically obtain these two torque parameters and how to perform mode determination will be further elaborated in subsequent embodiments.

[0026] Step S130: Apply the series-parallel mode to the control process of the engine and motor.

[0027] In the control process, the series-parallel mode ensures that the vehicle's battery state of charge is greater than or equal to the target state of charge.

[0028] In conventional hybrid mode, the battery state of charge (SOC) is often maintained at a low level (e.g., 20% to 30%) to pursue optimal fuel economy, utilizing frequent charge-discharge cycles to reduce energy consumption. However, in situations involving a trailer, this low-charge strategy can easily lead to power interruptions when the vehicle faces high load demands such as climbing hills or overtaking, due to limited battery discharge power. This embodiment sets "making the battery SOC greater than or equal to the target SOC" as an inherent constraint or functional outcome of the series-parallel mode control. The target SOC is typically set to a high threshold (e.g., 60%) to reserve sufficient power buffer space for the motor. For example, when the current operating condition is determined to be suitable for parallel mode, the engine not only directly drives the wheels but also actively charges the battery using redundant power; when the current operating condition is determined to be suitable for series mode, the engine operates at its optimal power generation point, satisfying both driving needs and energy replenishment. In other words, the mode selection itself includes a power conservation attribute. This active power-saving mechanism based on mode selection has better stability compared to traditional passive feedback charging, and can effectively avoid the decline in driving experience and safety hazards caused by drastic fluctuations in power during towing.

[0029] Through the above steps S110 to S130, this application embodiment establishes a vehicle control method specifically designed for traction conditions. Under traction conditions, the battery is actively maintained at a high charge state according to the traction control command, ensuring that the motor can continuously provide power assistance. This effectively avoids the problem of insufficient power caused by the battery running out of power under high load and the vehicle's power output relying entirely on the engine, as seen in the prior art, and ensures the power stability when towing a trailer.

[0030] It should be noted that in traction mode, the energy recovery strategy of this application does not differentiate between traction mode and non-traction mode (i.e., normal driving mode). Specifically, regardless of whether the vehicle is in traction mode or normal mode, when the driver releases the accelerator pedal or depresses the brake pedal, the same energy recovery mapping logic is used to convert the vehicle's kinetic energy into electrical energy and store it in the battery. Maintaining consistency in the energy recovery strategy simplifies the complexity of the control system, avoids abrupt changes in brake pedal feel due to mode switching, and ensures driving smoothness. Furthermore, because the towed vehicle has a larger mass and greater inertia, the absolute value of its braking energy recovery is higher than that under normal operating conditions, thus achieving good energy recovery results without the need for differentiated strategies.

[0031] Combination Figure 2 Before step S120, if the operating status information includes the vehicle's first speed, the first power pedal opening, and the battery's first state of charge, the method provided in this application embodiment may further include steps S140-S150.

[0032] Step S140: Determine the target wheel torque that matches the combination of the first vehicle speed and the first state of charge from the correspondence between the combination of vehicle speed and state of charge and torque.

[0033] For example, the correspondence between vehicle speed and state of charge (SBC) combination and torque is typically pre-set in the vehicle controller in the form of a two-dimensional mapping table (MAP). For instance, at the same initial vehicle speed, when the initial SBC is high, the target wheel torque can be set relatively high because the battery has sufficient discharge margin to support motor-assisted drive. Conversely, when the initial SBC approaches the lower limit of the target SBC, the target wheel torque output by the mapping table will be reduced accordingly to prevent further power loss due to a decrease in battery charge. Therefore, the target wheel torque is essentially a dynamically changing capability threshold, representing the wheel torque reference standard that the vehicle should follow to maintain long-term stable system operation and a high battery retention rate under the current battery state.

[0034] Step S150: Determine the required wheel torque that matches the combination of the first vehicle speed and the first power pedal opening from the correspondence between the combination of vehicle speed and power pedal opening and torque.

[0035] For example, the correspondence between vehicle speed and accelerator pedal opening and torque is also implemented using a two-dimensional mapping table. Under traction conditions, due to the increased total vehicle mass and wind resistance, the driver's perception of the pedal depth and actual acceleration changes significantly. To ensure a consistent driving experience and safety, the traction mode-specific pedal MAP is typically recalibrated to adjust the torque output curve. For instance, compared to Eco or Normal modes, at the same vehicle speed and pedal opening, the traction mode MAP may output a larger demand wheel torque to compensate for the additional resistance from towing; or it may provide a more linear torque response in the low to medium pedal opening range to prevent trailer swaying. Therefore, the demand wheel torque reflects the driver's subjective power expectation under current operation, without being directly affected by internal system states such as battery charge.

[0036] This application's embodiment decouples the acquisition process of target wheel torque and demand wheel torque, achieving separation of the system's power preservation boundary and the driver's power request at the data source, providing two dimensions of judgment for subsequent mode decisions. If a single fused MAP (i.e., simultaneously considering pedal and SOC to calculate a single torque) is used, it is often difficult to balance the contradiction between power preservation and power: if power preservation is prioritized, power response is sluggish under high throttle requests; if power is prioritized, over-discharge is likely when the battery is low. The decoupling mechanism of this application allows the control system to clearly identify the difference between "driver's desired torque" and "currently suitable torque." For example, when the demand wheel torque is much greater than the target wheel torque, it indicates that the driver's request exceeds the torque that the current battery can provide, triggering a series mode to forcibly increase the engine's power generation; when the two are close or the demand wheel torque is less than the target wheel torque, a parallel mode can be entered for efficient driving. This differentiated control logic based on target wheel torque and demand wheel torque improves power smoothness and battery stability under traction conditions.

[0037] Furthermore, it should be noted that the aforementioned "correspondence between the combination of vehicle speed and state of charge (SOC) and torque" and "correspondence between the combination of vehicle speed and accelerator pedal opening and torque" are not limited to a fixed two-dimensional lookup table format. In other embodiments, mathematical modeling methods such as three-dimensional surface fitting, neural network models, or multinomial regression algorithms can also be used to calculate the aforementioned torque values ​​in real time. As long as the input variables respectively include two combinations of vehicle speed and SOC, and vehicle speed and accelerator pedal opening, and respectively output two types of torque parameters serving the battery preservation target and driving intention, they should all be considered as equivalent replacement schemes of this embodiment. At the same time, in practical applications, correction coefficients such as ambient temperature, altitude, and towed weight identification values ​​can be introduced to perform secondary correction on the above lookup table results to further improve the accuracy of torque acquisition and environmental adaptability.

[0038] Combination Figure 3 Before step S120, the specific method for determining the series-parallel connection mode is not limited and can be set according to actual application requirements. For example, in an alternative example, the target wheel torque includes the first target wheel torque and the second target wheel torque, where the first target wheel torque is less than the second target wheel torque. The specific steps for determining the series-parallel connection mode may include steps S121-S122.

[0039] Step S121: If the required wheel torque does not reach the first target wheel torque, or if the required wheel torque reaches the second target wheel torque, then the series-parallel connection mode becomes the series mode.

[0040] Step S122: If the required wheel torque reaches the first target wheel torque but the required wheel torque does not reach the second target wheel torque, then the series-parallel connection mode is the parallel connection mode.

[0041] In this embodiment, the first target wheel torque and the second target wheel torque are not fixed constant thresholds, but rather boundary values ​​that dynamically change with the vehicle's operating state. For example, the first target wheel torque and the second target wheel torque can be obtained by looking up a table of the "correspondence between the combination of vehicle speed and state of charge and torque." That is, under different vehicle speeds and battery states of charge, the lower limit of torque for entering parallel mode (i.e., the first target wheel torque) and the upper limit of torque for exiting parallel mode (i.e., the second target wheel torque) are calculated.

[0042] It should be noted that there are two optional implementation methods for determining the boundary between "reached" and "not reached" in this embodiment. In the first implementation method, "reached" means greater than or equal to (≥), and "not reached" means less than (<). For example, if the torque on the required wheel is less than the torque on the first target wheel, or if the torque on the required wheel is greater than or equal to the torque on the second target wheel, then the series-parallel connection mode is a series mode; if the torque on the required wheel is greater than or equal to the torque on the first target wheel and the torque on the required wheel is less than the torque on the second target wheel, then the series-parallel connection mode is a parallel mode. In the second implementation method, "reached" means greater than (>), and "not reached" means less than or equal to (≤). For example again, if the torque on the required wheel is less than or equal to the torque on the first target wheel, or if the torque on the required wheel is greater than the torque on the second target wheel, then the series-parallel connection mode is a series mode; if the torque on the required wheel is greater than the torque on the first target wheel and the torque on the required wheel is less than or equal to the torque on the second target wheel, then the series-parallel connection mode is a parallel mode.

[0043] It is understood that the embodiments of this application establish a two-end control strategy of low-load series and high-load series. For low-load ranges (i.e., when the required wheel torque has not reached the first target wheel torque), such as when the vehicle is cruising at low speed on a flat road or coasting downhill, although the driver's power demand is small, in order to maintain a higher target state of charge in traction mode, the series mode is preferred. Under low-load conditions, if the engine directly drives the wheels (parallel), it often deviates from its high-efficiency range, resulting in poor fuel economy and difficulty in generating sufficient redundant power to charge the battery. In series mode, the engine can be decoupled from the wheel speed and controlled to operate stably at the optimal fuel consumption rate point or the optimal power generation point. Part of the generated electrical energy is used to drive the motor to meet the current low torque demand, and the remainder is efficiently converted into battery energy storage. This strategy ensures that even under light-load conditions, the battery charge can continue to recover or remain at a high level, reserving energy for possible subsequent heavy-load demands.

[0044] For high-load ranges (i.e., when the required wheel torque reaches the second target wheel torque), such as when the vehicle is fully loaded and towing a trailer while climbing steep slopes, overtaking at high speeds, or accelerating rapidly, this embodiment selects series mode. In conventional hybrid strategies, high loads typically trigger parallel mode to utilize the combined torque of the engine and motor. However, in towing scenarios, high loads are often prolonged and power demands are extremely high. If forced into parallel mode at this time, the engine not only has to bear a huge drive load, but may also be forced to operate in an inefficient, high-noise range due to the rigid coupling between engine speed and vehicle speed, leading to a sharp deterioration in the vehicle's noise, vibration, and harshness (NVH) performance, and even insufficient power. More importantly, in parallel mode, almost all of the engine power is used for driving, with no extra power for charging the battery, which can easily lead to rapid battery depletion during high loads, thus triggering the risk of power interruption. In contrast, with series mode, the engine can focus on efficiently generating electricity within its rated power range, while the drive motor independently handles the peak torque demand at the wheels. Because the torque response speed of the electric motor is much faster than that of the engine and is not limited by gear, this architecture can not only provide a smoother and more rapid power response, but also offset the high-power discharge of the battery through the continuous and stable power generation of the engine. Thus, it can maintain the relative stability of the battery's state of charge under extreme conditions, ensuring the long-term safety and power continuity of the system.

[0045] This application also establishes a "medium-load parallel" intermediate control strategy. When the driver's power request falls between the torque on the first target wheel and the torque on the second target wheel, it indicates that the vehicle is under medium load conditions, such as constant speed driving on a highway or cruising on a gentle slope. At this time, the engine's load rate falls precisely within its range of highest thermal efficiency. Entering parallel mode, the engine directly drives the wheels through a mechanical path, avoiding the secondary energy conversion losses of the series mode and achieving the highest transmission efficiency. At the same time, since the engine still has power redundancy at this time, the control system can adjust the generator to convert this excess power into electrical energy stored in the battery. This strategy maximizes fuel economy while ensuring strong power, and actively maintains battery charge by utilizing the engine's surplus capacity, perfectly matching the control objective of "power priority, while also ensuring battery charge" in traction mode.

[0046] Furthermore, in this embodiment, a reference vehicle speed can be obtained by looking up a table based on the slope value and the actual state of charge. The reference vehicle speed is then compared with the actual vehicle speed. If the actual vehicle speed is greater than or equal to the reference vehicle speed, the condition for entering parallel mode is met. This determination rule introduces a vehicle speed dimension based on road slope and battery status as another independent condition for entering parallel mode. For example, a table of correspondence between slope value, actual state of charge, and reference vehicle speed can be preset. This table reflects the vehicle speed boundaries at which the vehicle can operate efficiently in parallel mode under different slope loads and battery reserves. For instance, at the same slope, when the actual state of charge is high, the reference vehicle speed allowed to enter parallel mode can be set lower because the battery has sufficient discharge margin to support motor-assisted drive. Conversely, when the actual state of charge is low, the reference vehicle speed will be increased accordingly to prevent further drop in battery charge. That is, the vehicle is required to reach a higher driving speed to enter parallel mode, ensuring that the engine can operate stably in the high-efficiency range and generate sufficient redundant power to charge the battery.

[0047] For example, when a vehicle is traveling at a constant speed on a long, gentle slope, the driver's pedal opening may be small, resulting in the required wheel torque not reaching the first target wheel torque. According to the torque threshold logic, this should enter series mode. However, due to the continuous load from the slope, the engine may remain in the low-to-medium load range for an extended period in series mode, leading to poor fuel economy. In this situation, if the actual vehicle speed has reached or exceeded the reference speed corresponding to the slope and battery status, it indicates that the vehicle has sufficient driving kinetic energy and can switch to parallel mode. This allows the engine to directly drive the wheels and operate in a higher efficiency range, while simultaneously utilizing redundant power to charge the battery. This supplementary judgment mechanism based on slope value and reference speed effectively compensates for the limitations of a single torque threshold logic under specific operating conditions, further improving the adaptive capability and overall efficiency of energy management in traction mode.

[0048] Combination Figure 4 The method provided in this application embodiment may further include steps S123-S124.

[0049] Step S123: In parallel mode, obtain the third output power of the engine.

[0050] Step S124: If the third output power is greater than the target output power, the difference between the third output power and the target output power is used as the input power of the battery.

[0051] For example, the aforementioned third output power refers to the total mechanical power actually output or allowed to be output by the engine in parallel mode. This power is typically determined based on the engine's characteristic curve, the current engine speed, and the torque command issued by the vehicle controller. The target output power, on the other hand, refers to the minimum total power required to meet the current vehicle's driving resistance, the driver's required wheel torque, and the consumption of onboard accessories (such as the air conditioning compressor and water pump). In traction mode, due to the additional load from the towing vehicle, the target output power is usually significantly higher than in normal commuting conditions. By calculating the difference between the third output power and the target output power in real time, the engine's current power redundancy is dynamically identified. When a positive difference is detected, it indicates that the engine still has surplus capacity after meeting all driving demands. The generator (or ISG motor) is then adjusted to convert this mechanical energy into electrical energy and inject it into the battery. Conversely, if the difference is zero or negative, it indicates that the engine power is fully utilized or insufficient to support the current demand. In this case, charging will not be forced, and battery power may even be briefly used for auxiliary driving to ensure that driving performance is not affected.

[0052] The "on-demand allocation and surplus charging" mechanism adopted in this embodiment not only avoids NVH deterioration and increased fuel consumption caused by forced charging, but also makes full use of the characteristic that the engine is often in a medium-to-high load steady state under traction conditions, converting the heat energy that might otherwise be wasted into electrical energy reserves, effectively extending the continuous driving time of the vehicle in parallel mode, thereby improving the overall economic efficiency of the vehicle under all operating conditions.

[0053] Furthermore, it should be noted that before converting the difference between the third output power and the target output power into a battery charging command, multiple constraints and corrections are typically applied. For example, the upper limit of the battery's allowable charging power, temperature status, and the generator's maximum generating capacity are monitored in real time. The minimum value among these limits and the power difference is taken as the final charging power command to prevent overcharging or component overload. Simultaneously, considering the mechanical losses and electrical conversion efficiency of the transmission system, an efficiency compensation coefficient can be introduced to correct the difference, making the actual charging power more accurately match the engine's redundant output.

[0054] Furthermore, after step S130, this embodiment further refines the power maintenance mechanism during the control process, providing an active power adjustment strategy based on a graded threshold. The method provided in this embodiment may also include: during the control process, if the battery's state of charge is less than or equal to a second state of charge, then adjusting the engine's first output power to the second output power.

[0055] The second state of charge is less than the target state of charge, and the second output power is greater than the first output power.

[0056] It's important to note that the target state of charge (SOC) is the ideal high-level charge value expected to be maintained in traction mode, such as 80%, to ensure the vehicle always has sufficient electric assist torque reserves. The second SOC, on the other hand, is a warning or buffer threshold below this ideal value, such as 40% or other values ​​calibrated based on battery characteristics and vehicle load. When the battery's actual SOC reaches or falls below this second SOC, it indicates that conventional energy flow distribution based on series-parallel mode selection is insufficient to offset the current rate of consumption, or that there is a risk of further charge deterioration in the near future. At this point, instead of being limited to the minimum necessary power corresponding to current driving needs (i.e., the first output power), the engine's power output benchmark is proactively raised to a higher level (i.e., the second output power).

[0057] Regarding the specific determination of the first and second output power, this application is not limited to fixed lookup table values. In one optional implementation, the first output power typically refers to the minimum power output required by the engine to meet the current driver's demand for wheel torque without triggering additional charging logic, following conventional fuel economy or NVH optimal curves. The second output power is equal to the sum of the driving power required for the current vehicle operation and the preset charging power. The magnitude of the preset charging power can be dynamically determined based on the degree to which the actual state of charge deviates from the second state of charge, the current allowable charging power limit of the battery, and the remaining available power of the engine. For example, when the state of charge has just dropped to the second state of charge, the preset charging power can be a small value; while as the state of charge continues to drop and moves away from the second state of charge, the preset charging power can increase linearly or non-linearly until it reaches the safety boundary of the engine or battery. This dynamic adjustment mechanism makes the power increase process smoother, avoiding vehicle vibration or noise impact caused by sudden power changes.

[0058] Furthermore, it should be noted that the process of adjusting the engine's first output power to the second output power can be executed in parallel or superimposed with the series-parallel mode determination logic. For example, even if the vehicle is currently in series mode and the engine is generating electricity, if the detected state of charge is lower than the second state of charge, the engine speed or torque setpoint can still be further increased based on the original series power generation. Alternatively, if the vehicle is in parallel mode, the engine operating point can be forced to shift to the higher power range by adjusting the generator load or changing the transmission ratio, thereby obtaining more power for charging while meeting driving requirements. This cross-mode power regulation capability further enhances the robustness of the system under traction conditions.

[0059] Furthermore, after step S130, the method provided in this application embodiment may further include: during the control process, if the state of charge of the battery is less than or equal to the third state of charge, then the first input power of the motor is adjusted to the second input power.

[0060] Among them, the third state of charge is less than the target state of charge, and the second input power is less than the first input power.

[0061] For example, the aforementioned third state of charge (SOC) is a critical threshold that is lower than the target SOC and typically also lower than the second SOC. For instance, if the target SOC is set to 60% and the second SOC to 40%, the third SOC can be set to 20% or other values ​​calibrated according to the battery's discharge characteristics. When the battery's actual SOC drops to this third SOC, it indicates that it has entered the charge warning zone. At this point, simply increasing engine power may not be sufficient to completely curb the decreasing charge, or the engine may have reached its output limit due to its own thermal management, intake air temperature limitations, etc., and cannot continue to increase its power output. In this situation, without intervention from the external load, the battery will continuously experience high-current discharge, easily triggering cell undervoltage protection or overtemperature protection, leading to a sudden interruption of vehicle power. This is extremely dangerous, especially during towing, climbing hills, or high-speed overtaking. Therefore, this embodiment directly reduces the instantaneous discharge rate of the battery by forcibly adjusting the motor's input power from the normal level of the first input power to a lower level of the second input power, thereby slowing down the rate of SOC decline and preventing the battery from entering an irreversible damage zone.

[0062] Regarding the specific definitions and adjustment methods of the first and second input power, this application is not limited to a single fixed value switching. The first input power generally refers to the maximum power that the motor can receive in response to the driver's torque demand and the series-parallel mode allocation logic when the low battery current limiting protection is not triggered. Its value changes dynamically with vehicle speed, pedal opening, and the current mode. The second input power, on the other hand, is a power upper limit value subject to constraints. In one optional implementation, the second input power can be the first input power multiplied by a current limiting coefficient less than 1. This current limiting coefficient can be fixed (e.g., 0.7 or 0.5) or a function that changes dynamically as the state of charge deviates from the third state of charge. For example, when the state of charge just touches the third state of charge, the current limiting coefficient is 0.8, preserving more power; as the state of charge continues to decrease and approaches a lower threshold, the current limiting coefficient linearly decreases to 0.3 or even lower. In another implementation, the second input power can also be the maximum safe discharge power value obtained by looking up a table based on the current battery temperature and voltage, ensuring that the limited power is always within the battery's safe operating range. In addition, this power adjustment can be a smoothly transitioning ramp function to avoid vehicle jerking or trailer swaying caused by sudden torque changes, ensuring a smooth driving experience.

[0063] Regarding the specific value of the third state of charge, those skilled in the art should recognize that it is not an absolutely fixed physical constant, but rather a calibration parameter that can be adaptively adjusted according to the battery type (such as ternary lithium, lithium iron phosphate), battery aging degree (State of Health, SOH), ambient temperature, and towed weight identification value. For example, in low-temperature environments or when the battery is severely aged, the trigger threshold of the third state of charge can be appropriately increased to intervene in protection earlier; while when the battery is in good condition and the temperature is suitable, the threshold can be appropriately decreased to extend the duration of high-performance output as much as possible.

[0064] Furthermore, after step S130, the method provided in this application embodiment may further include: during the control process, if the state of charge of the battery is less than or equal to the fourth state of charge, then the second input power is adjusted to the third input power to control the engine to drive the vehicle.

[0065] Among them, the fourth state of charge is less than the third state of charge, and the third input power is less than the second input power.

[0066] For example, the fourth state of charge (SOC) is a threshold value significantly lower than the aforementioned target SOC, second SOC, and third SOC. For instance, if the target SOC is set at 60% and the third SOC at 20%, the fourth SOC is typically calibrated to 10%, 5%, or even lower, depending on the battery's electrochemical characteristics and the safety margin to prevent over-discharge damage. When the battery's actual SOC drops to this fourth SOC, it indicates that the battery's available chemical energy is nearly depleted, internal resistance increases sharply, and continued discharge not only fails to provide effective driving power but may also cause the cell voltage to fall below the cutoff voltage, leading to irreversible capacity decay or even thermal runaway. More urgent intervention measures must be taken.

[0067] Regarding the third input power, this application does not limit it to a fixed non-zero value. In one alternative implementation, the third input power is set to a maintenance power of zero or close to zero. This means that in this state, the drive motor completely disengages from the traction drive phase and no longer consumes battery power to generate wheel-end torque. Only in very rare necessary circumstances, such as maintaining the minimum operating requirements of safety-related accessories like the power steering pump and brake vacuum pump, is a small amount of electrical energy allowed to be drawn from the battery. This zeroing of the motor drive power fundamentally cuts off the load source that leads to battery over-discharge, ensuring the safety of the energy storage unit under extreme operating conditions. It should be understood that although this embodiment uses zero power as an example, in other embodiments, the third input power can also be a very small safe discharge limit calculated in real time based on battery temperature and voltage. As long as this limit is significantly lower than the second input power and sufficient to curb the trend of power degradation, it falls within the protection scope of this application.

[0068] Furthermore, while adjusting the motor input power to the third input power, a strategy of forcibly driving the vehicle using the engine is implemented. In normal traction mode, the vehicle always maintains the characteristics of a hybrid system, that is, the engine and motor work together, and the battery participates in energy flow as a power buffer. However, when the fourth state of charge threshold is triggered, it has actually degraded from hybrid mode or switched to fuel direct drive mode or range-extending charging mode. For example, the clutch is engaged, allowing the engine to mechanically connect to the wheels and directly bear all driving resistance, or the engine starts and runs at its maximum power point, and the generated electrical energy is prioritized to supply the minimum energy consumption required to maintain basic vehicle operation, with the remainder forcibly charged into the battery to increase the SOC. In this state, the driver will clearly perceive a lag in vehicle power response and an increase in engine noise, indicating that the current battery charge has reached its limit and that the vehicle must rely on fuel power to continue driving until the charge is restored.

[0069] This application, by triggering a drive mode switch in the fourth state of charge, temporarily sacrifices the smoothness and power provided by electric assistance, but ensures that the vehicle does not lose power due to battery protection shutdown. This is a crucial safety guarantee for vehicles towing heavy trailers on highways or mountain roads. Simultaneously, this forced engine direct drive or high-power charging utilizes the engine's redundant power to quickly pull the battery from the danger zone back to a safe zone, creating conditions for subsequently resuming hybrid mode.

[0070] To more clearly illustrate the technical advantages of the above-mentioned solutions in this application, the embodiments of this application will be described in detail with reference to typical application scenarios.

[0071] Combination Figure 5 , Figure 5The present application provides a schematic diagram of the structure of a vehicle, which includes a fuel engine 501, a clutch 502, an ISG motor 503, a gearbox 504, a drive motor 505, a dual electronic control module 506, a power battery 507, and a main reducer 508.

[0072] In EV mode, the fuel engine 501 is off, and the wheels are powered by the power battery 507 to drive the drive motor 505 to drive the vehicle. In HEV mode, the fuel engine 501 is working. In series mode, the fuel engine 501 charges the power battery 507 through the ISG motor 503, and the drive motor 505 drives the vehicle alone. In parallel mode, the fuel engine 501 and the drive motor 505 drive the vehicle together.

[0073] Combination Figure 6 The vehicle control method provided in this application embodiment may further include: After connecting to the trailer, the driver manually activates the traction mode via the central control screen or physical buttons. The system checks if the HCU receives the traction mode signal. If the HCU does not receive the signal (traction mode is not activated), it operates in the normal ECO / NOR / SPT mode. If the HCU receives the signal, the default target SOC (≥80%) is set. In traction mode, the driver requests torque via the traction mode pedal MAP. Unlike ECO / NOR / SPT, in traction mode, at speeds ≥110 km / h, the MAP pedal limits wheel-end power, sacrificing power to reduce the rate of SOC decline at high speeds and improve battery retention.

[0074] Determine if the vehicle is in EV mode. If so, switch the power mode from EV to HEV mode. Determine if the conditions of vehicle speed ≥ 65km / h and actual SOC ≥ 60% are met simultaneously. If so, look up the required torque at the driver's wheel end (corresponding to the aforementioned required wheel torque) based on vehicle speed and throttle position. Look up the first wheel end torque T1 (corresponding to the aforementioned first target wheel torque) and the second wheel end torque T2 (corresponding to the aforementioned second target wheel torque) based on SOC and vehicle speed. Determine if the required torque at the driver's wheel end, based on vehicle speed and throttle position, is greater than T1 and less than T2. ​​If the required torque at the driver's wheel end is greater than T1 and less than T2, the vehicle enters parallel operation mode from series operation, meaning the engine and battery work together for driving.

[0075] If the torque demanded at the driver's wheel ends is less than T1 torque and less than T2 torque, the vehicle maintains its current series operation mode. It then checks if the torque demanded at the driver's wheel ends, determined by the vehicle speed and accelerator pedal position, is greater than T2 torque. If so, the vehicle transitions from parallel to series operation mode. In series operation mode, the engine operates at a fixed output power to maintain high efficiency. If there is excess power remaining after the engine engages in driving, this excess power is used to charge the battery.

[0076] Determine if the vehicle's power battery SOC is less than 40% (corresponding to the second state of charge mentioned above). If the battery is below 40%, the NVH speed limit needs to be increased, prioritizing power / battery conservation. Determine if the vehicle's power battery SOC is less than 20% (corresponding to the third state of charge mentioned above). If the battery is below 20%, the battery output power needs to be limited. Determine if the vehicle's power battery SOC is less than 10% (corresponding to the fourth state of charge mentioned above). If the battery is below 10%, the battery output power should be completely limited (only the engine outputs power, and the excess power is used to charge the battery).

[0077] The above embodiments describe in detail the vehicle control method provided by the embodiments of this application. In other embodiments, this application also provides a vehicle control device. Figure 7 This is a block diagram of a vehicle control device according to an embodiment of this application, such as... Figure 7 As shown, the vehicle control device 300 includes: an information acquisition module 310, a mode acquisition module 320, and a control module 330.

[0078] The information acquisition module 310 is used to acquire the vehicle's operating status information in response to traction control commands.

[0079] The mode acquisition module 320 is used to obtain the series-parallel connection mode between the vehicle's engine and motor based on the target wheel torque and the required wheel torque determined by the operating status information.

[0080] Control module 330 is used to apply the series-parallel mode to the control process of the engine and motor. During the control process, the series-parallel mode ensures that the state of charge of the vehicle's battery is greater than or equal to the target state of charge.

[0081] In other embodiments, this solution also provides an electronic device, such as... Figure 8 As shown, the electronic device 400 also includes a processor 410 and one or more memories 420, the one or more memories 420 being used to store program instructions executed by the processor 410, the processor 410 implementing the vehicle control method described above when executing the program instructions.

[0082] Furthermore, the processor 410 may include one or more processing cores. The processor 410 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 420, and retrieves data stored in the memory 420. Optionally, the processor 410 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 410 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0083] In other embodiments, the present solution also provides a vehicle comprising an engine, an electric motor, a body, and the aforementioned electronic equipment.

[0084] The engine, motor, and electronic equipment are located inside the vehicle body, with the engine and motor connected to the electronic equipment respectively.

[0085] In other embodiments, this solution also provides a computer-readable storage medium, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions, which, when executed by a processor, implement the methods in any of the above embodiments.

[0086] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0087] In an exemplary embodiment, this application also provides a computer program product, which, when executed by a processor, is used to implement the above-described vehicle control method.

[0088] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0089] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0090] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, The vehicle is connected to a trailer, and the method includes: In response to a traction control command for the vehicle, the vehicle's operating status information is acquired; Based on the target wheel torque and the required wheel torque determined by the operating status information, the series-parallel connection mode between the vehicle's engine and motor is obtained; The series-parallel configuration is applied to the control process of the engine and the motor; during the control process, the series-parallel configuration ensures that the state of charge of the vehicle's battery is greater than or equal to a target state of charge.

2. The method according to claim 1, characterized in that, The operating status information includes the vehicle's first speed, first accelerator pedal opening, and the battery's first state of charge. Before determining the series-parallel connection mode between the vehicle's engine and motor based on the target wheel torque and the required wheel torque determined by the operating status information, the method further includes: The target wheel torque that matches the combination of the first vehicle speed and the first state of charge is determined from the correspondence between the combination of vehicle speed and state of charge and torque. From the correspondence between the combination of vehicle speed and accelerator pedal opening and torque, determine the required wheel torque that matches the combination of the first vehicle speed and the first accelerator pedal opening.

3. The method according to claim 1, characterized in that, The target wheel torque includes a first target wheel torque and a second target wheel torque, wherein the first target wheel torque is less than the second target wheel torque. The step of determining the series-parallel connection mode between the vehicle's engine and motor based on the target wheel torque and the required wheel torque determined by the operating status information includes: If the torque on the demand wheel does not reach the torque on the first target wheel, or if the torque on the demand wheel reaches the torque on the second target wheel, then the series-parallel connection mode is a series mode. If the torque on the demand wheel reaches the torque on the first target wheel but the torque on the demand wheel does not reach the torque on the second target wheel, then the series-parallel connection mode is a parallel connection mode.

4. The method according to claim 1, characterized in that, The method further includes: During the control process, if the state of charge of the battery is less than or equal to the second state of charge, the first output power of the engine is adjusted to the second output power; if the second state of charge is less than the target state of charge, the second output power is greater than the first output power.

5. The method according to claim 1, characterized in that, The method further includes: During the control process, if the state of charge of the battery is less than or equal to the third state of charge, the first input power of the motor is adjusted to the second input power; the third state of charge is less than the target state of charge, and the second input power is less than the first input power.

6. The method according to claim 5, characterized in that, The method further includes: During the control process, if the state of charge of the battery is less than or equal to the fourth state of charge, the second input power is adjusted to the third input power to control the engine to drive the vehicle; the fourth state of charge is less than the third state of charge, and the third input power is less than the second input power.

7. The method according to claim 3, characterized in that, The method further includes: In the parallel mode, the third output power of the engine is obtained; If the third output power is greater than the target output power, the difference between the third output power and the target output power is taken as the input power of the battery.

8. A vehicle control device, characterized in that, The vehicle is connected to a trailer, and the device includes: The information acquisition module is used to acquire the vehicle's operating status information in response to the traction control command of the vehicle; The mode acquisition module is used to obtain the series-parallel connection mode between the engine and the motor of the vehicle based on the target wheel torque and the required wheel torque determined by the operating status information. A control module is used to apply the series-parallel mode to the control process of the engine and the motor; in the control process, the series-parallel mode makes the state of charge of the vehicle's battery greater than or equal to a target state of charge.

9. An electronic device, characterized in that, The electronic device includes: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, include: An engine, a motor, a vehicle body, and the electronic device of claim 9; the engine, the motor, and the electronic device are disposed inside the vehicle body, and the engine and the motor are respectively connected to the electronic device.

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