Stall control method and apparatus for hybrid vehicle, computer device, and storage medium

Abstract

A stall control method for a hybrid vehicle, comprising: obtaining a first power demand parameter of a target vehicle in a current driving process and a first discharge power boundary of a battery in the target vehicle; if it is determined on the basis of the first power demand parameter and the first discharge power boundary that the target vehicle currently has a stall risk, starting an engine of the target vehicle, and monitoring whether the power of the engine reaches a target power; if yes, obtaining a second power demand parameter of the target vehicle and a second discharge power boundary of the battery; and on the basis of the second discharge power boundary and the second power demand parameter, controlling the engine to stop. The method solves the problem of vehicle stalling when the vehicle is in a pure electric mode and the battery discharge power boundary drops rapidly under steady throttle working conditions. Also provided are an apparatus using the method, a computer device, and a storage medium.

Description

Stall control method, device, computer equipment and storage medium for hybrid vehicle Technical Field

[0001] The present application relates to the field of vehicle power control, and specifically to a stall control method, apparatus, computer equipment, and storage medium for hybrid vehicles. Background Art

[0002] With growing environmental awareness and the continuous development of new energy vehicle technologies, hybrid vehicles (HEVs), as eco-friendly vehicles that can be powered by both fuel and electricity, have gained widespread adoption. In HEVs, achieving smooth transitions between pure electric and hybrid modes while ensuring driving comfort and safety remains a pressing issue.

[0003] Existing control methods for hybrid vehicles in pure electric mode, when the engine is started due to power demand, primarily focus on improving driving comfort. For example, this involves pre-starting the engine and reserving a certain amount of power for startup to ensure that wheel-end drive power does not change due to engine startup. This approach improves driving comfort to a certain extent, but it fails to consider the risk of vehicle stall caused by a rapid drop in battery discharge power during pure electric mode and steady throttle operation.

[0004] Summary of the Invention

[0005] In view of this, embodiments of the present application provide a stall control method, apparatus, computer device, and storage medium for a hybrid vehicle to solve the problem of vehicle stall when the vehicle is in pure electric mode and the battery discharge power limit drops rapidly under steady throttle conditions.

[0006] In a first aspect, an embodiment of the present application provides a stall control method for a hybrid vehicle, the method comprising:

[0007] Obtaining a first power demand parameter of a target vehicle during a current driving process and a first discharge power boundary of a battery in the target vehicle;

[0008] If it is determined that the target vehicle currently has a stall risk based on the first power demand parameter and the first discharge power limit, starting an engine of the target vehicle and monitoring whether the power of the engine reaches a target power;

[0009] If the target power is reached, obtaining a second power requirement parameter of the target vehicle and a second discharge power limit of the battery;

[0010] The engine is controlled to stop according to the second discharge power limit and the second power demand parameter.

[0011] Optionally, obtaining a first power demand parameter of the target vehicle during the current driving process includes:

[0012] Detecting the current speed and slope of the target vehicle;

[0013] querying a corresponding first cruising power in a preset data table based on the vehicle speed and the slope;

[0014] Obtaining a first accessory power, a first loss power, and a first start-related power of the target vehicle;

[0015] The first cruising power, the first accessory power, the first loss power, and the first start-related power are used as first power demand parameters of the target vehicle.

[0016] Optionally, before determining, based on the first power demand parameter and the first discharge power limit, that the target vehicle currently has a stall risk, the method further includes:

[0017] summing the first cruising power, the first accessory power, the first loss power, and the first startup-related power to obtain a first power;

[0018] comparing the first power with the first discharge power boundary;

[0019] If the first power is greater than or equal to the first discharge power limit, calculating the required driving power of the target vehicle;

[0020] Calculating a power difference between the first discharge power boundary and the advance power, and comparing the required driving power with the power difference;

[0021] If the required driving power is greater than or equal to the power difference, it is determined that the target vehicle has a stall risk.

[0022] Optionally, the calculating the required driving power of the target vehicle includes:

[0023] Detecting the operating condition of the target vehicle, wherein the operating condition includes at least any one of the following: throttle opening, vehicle speed, slope, and driving mode;

[0024] The driving demand power of the target vehicle is calculated according to the operating condition.

[0025] Optionally, starting the engine of the target vehicle and monitoring whether the power of the engine reaches a target power includes:

[0026] Generate engine start command;

[0027] controlling the engine to start according to the engine start instruction, and calculating a difference between the first power and the first discharge power boundary, and using the difference as the target power;

[0028] Monitor whether the power of the engine reaches the target power.

[0029] Optionally, obtaining the second power requirement parameter of the target vehicle includes:

[0030] acquiring a second cruising power, a second accessory power, a second loss power, a second start-related power, and an interval power of the target vehicle;

[0031] The second cruising power, the second accessory power, the second loss power, the second start-related power, and the interval power are used as the second power demand parameter.

[0032] Optionally, controlling the engine to stop according to the second discharge power limit and the second power demand parameter includes:

[0033] summing the second cruise power, the second accessory power, the second loss power, the second startup-related power, and the interval power to obtain a second power;

[0034] comparing the second power with the second discharge power boundary;

[0035] If the second discharge power limit is greater than or equal to the second power, performing a timing operation to obtain a duration;

[0036] The duration is compared with a preset threshold, and if the duration is greater than the preset threshold, the engine of the target vehicle is controlled to stop.

[0037] In a second aspect, an embodiment of the present application provides a stall control device for a hybrid vehicle, the device comprising:

[0038] A first acquisition module is used to obtain a first power demand parameter of a target vehicle during a current driving process and a first discharge power boundary of a battery in the target vehicle;

[0039] a determination module, configured to, if it is determined based on the first power demand parameter and the first discharge power limit that the target vehicle currently has a stall risk, start an engine of the target vehicle and monitor whether the power of the engine reaches a target power;

[0040] a second acquisition module, configured to acquire a second power requirement parameter of the target vehicle and a second discharge power limit of the battery if the target power is reached;

[0041] A control module is configured to control the engine to stop according to the second discharge power limit and the second power demand parameter.

[0042] In a third aspect, an embodiment of the present application provides a computer device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, computer instructions being stored in the memory, and the processor executing the method of the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0043] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the method of the above-mentioned first aspect or any corresponding embodiment thereof.

[0044] The method provided in the embodiments of the present application has the following beneficial effects:

[0045] The method provided in the embodiment of the present application obtains the first power demand parameter, so that the control system can more accurately understand the actual needs of the vehicle and adjust the operating status of the engine according to these needs. Understanding the first discharge power boundary of the battery in the target vehicle helps to evaluate the battery's power supply capacity and the power output limit under specific conditions. By comparing the power demand parameter with the discharge power boundary of the battery, it can be determined whether there is a risk of stalling, so that corresponding preventive measures can be taken in advance. By real-time monitoring and evaluation of power demand parameters, the vehicle can better cope with various driving conditions, which helps to improve the safety performance of the vehicle and reduce the potential risk of accidents caused by insufficient power or sudden stall.

[0046] The method provided in the embodiment of the present application ensures that the vehicle obtains sufficient power support by starting the engine and monitoring whether its power reaches the target power when the vehicle is facing the risk of stalling, thereby maintaining a stable driving state. By comparing the first power demand parameter and the first discharge power boundary, the control system can more accurately evaluate the power supply capacity of the battery. Starting the engine and monitoring its power can better balance the energy consumption of the battery and the energy replenishment of the engine, thereby achieving more efficient energy management. When the vehicle is facing the risk of stalling, starting the engine in time and monitoring its power to reach the target power can reduce the sense of frustration and instability caused by insufficient power.

[0047] By acquiring the second power demand parameter and the second discharge power boundary, the method provided in the embodiments of this application enables the control system to more accurately understand the vehicle's power demand and the battery's power supply capacity, promptly detect changes in the power demand and discharge power boundary, and adjust the engine control strategy in real time. By monitoring and adjusting the vehicle's power demand and the battery's discharge power boundary in real time, a smoother and more stable driving experience can be achieved, reducing the sense of frustration caused by insufficient power or mismatched energy supply.

[0048] The method provided in the embodiments of the present application can reduce unnecessary energy consumption by rationally controlling the engine's operating and downtime, thereby improving energy efficiency. Frequent engine starting and stopping may cause unnecessary wear and tear on the engine. By rationally controlling the engine's operating and downtime, the engine's service life can be extended. By intelligently managing the engine's operating and downtime, the vehicle's energy needs can be better matched with the battery's power supply capacity, thereby improving the vehicle's operating efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0050] FIG1 is a schematic flow chart of a stall control method for a hybrid vehicle according to some embodiments of the present application;

[0051] FIG2 is a flow chart of another stall control method for a hybrid vehicle according to some embodiments of the present application;

[0052] FIG3 is a structural block diagram of a stall control device for a hybrid vehicle according to an embodiment of the present application;

[0053] FIG4 is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present application. DETAILED DESCRIPTION

[0054] To make the purpose, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0055] According to an embodiment of the present application, a stall control method, apparatus, computer device, and storage medium for a hybrid vehicle are provided. It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0056] In this embodiment, a stall control method for a hybrid vehicle is provided. FIG1 is a flow chart of a stall control method for a hybrid vehicle according to an embodiment of the present application. As shown in FIG1 , the flow chart includes the following steps:

[0057] Step S11 , obtaining a first power demand parameter of the target vehicle during the current driving process and a first discharge power limit of a battery in the target vehicle.

[0058] It should be noted that before obtaining the first power demand parameter and the first discharge power boundary, the current target vehicle's driving mode, engine status, and other information must be determined. Entry confirmation ensures that the subsequent control method is not executed in an unstable or abnormal state, thereby improving control effectiveness and safety. Entry confirmation for this control method includes, but is not limited to, confirming whether the current driving mode is electric-only priority, whether the driving mode is economy, whether the engine is off, whether there are no engine faults, and whether there are no higher-order shutdown requirements. Specifically, current driving mode confirmation includes: electric-only priority mode, in which the vehicle prioritizes battery power and only starts the engine when the battery is low or more power is needed; economy mode, in which the vehicle optimizes fuel and electricity usage to achieve higher fuel economy; and other modes, which may include sport mode and off-road mode, which can affect vehicle performance and fuel consumption. Engine status confirmation includes: engine off, in which the engine is not currently running; engine no fault, in which the engine is in normal operating condition and has no faults or issues; and no higher-order shutdown, in which the engine is shut down, in which no other factors or system requirements, such as those for the cooling system or lubrication system, require the engine to shut down.

[0059] In the embodiment of the present application, the "first power demand parameter" and the "first discharge power boundary" can be regarded as prerequisites for a decision. It is necessary to judge whether the current target vehicle has a risk of stalling, whether the engine needs to be started, and how to adjust the engine's operating status to ensure the normal operation of the vehicle based on the relationship between the two.

[0060] Specifically, the first power requirement parameters include: target cruise power, accessory power, system loss power, and start-related power (start reserve power and start advance power). The target cruise power is the power required to maintain the current vehicle speed during steady driving. Accessory power is the additional power required by vehicle accessories, including PTC heating power, air conditioning compressor cooling power, and high-voltage to low-voltage conversion power. System loss power is power loss in the drive motor, generator, and other components. Since the vehicle's internal system efficiency is not 100%, some power is lost during transmission and conversion. Start reserve power is the power reserved for engine starting in pure electric mode, ensuring that starting power does not affect driving power and ensuring smooth starting. Start advance power can be preset based on the actual vehicle stall advance to compensate for the time it takes for the engine to build power after starting. The first discharge power boundary represents the maximum discharge power the battery can provide. This is determined by the battery's physical properties, health, and current state (such as temperature and remaining charge). This boundary represents the maximum amount of power that the battery can safely and efficiently discharge under current conditions.

[0061] In the embodiment of the present application, obtaining the first power demand parameter of the target vehicle during the current driving process includes the following steps A1-A4:

[0062] Step A1: Detect the current speed and slope of the target vehicle.

[0063] In the embodiments of the present application, vehicle speed is one of the main factors that determine the power required by the vehicle. By detecting the current vehicle speed, the vehicle's driving requirements and status can be understood. A vehicle speed sensor can be used to detect the vehicle's actual speed. The sensor sends the detected speed signal to the control system, which then makes corresponding judgments based on these signals. The size of the slope directly affects the vehicle's driving resistance, which in turn affects the required power. The power requirements when going uphill and downhill are different. Slope detection can be estimated using the vehicle's chassis sensor or through GPS data. The chassis sensor can detect the change in the angle between the vehicle and the ground, while the GPS data can provide information about the terrain and road slope.

[0064] Step A2: querying a corresponding first cruising power in a preset data table based on the vehicle speed and the slope.

[0065] In an embodiment of the present application, a suitable cruising power is queried and determined based on the actual operating conditions of the vehicle (vehicle speed and slope). Cruising power refers to the power required by the vehicle in a stable driving state. Vehicle speed and slope, as query conditions, are key factors affecting the vehicle's driving resistance and required power. Different combinations of speed and slope will result in different power requirements. For example, the power requirements for driving at high speed on a straight road and driving at low speed on a curved mountain road are different. The preset data table is a database or table that stores the relationship between various combinations of vehicle speed and slope and corresponding cruising power. The preset data table is pre-organized based on experimental or actual test data. When the system detects a specific combination of vehicle speed and slope, it can search for the corresponding cruising power in the data table. The cruise power found is the first cruise power, which represents the power required for the vehicle to maintain stable driving under the current driving conditions.

[0066] Step A3: Obtain the current first accessory power, first loss power, and first startup-related power of the target vehicle.

[0067] In the embodiment of the present application, the purpose of obtaining the current first accessory power, first loss power, and first start-related power of the target vehicle is to calculate the actual power demand of the current vehicle during driving and further evaluate whether there is a risk of stalling. The following is a detailed explanation of these three powers: First accessory power: Some accessories in the vehicle, such as air conditioning, audio, lighting, etc., will consume a certain amount of power during operation. The first accessory power refers to the total power consumption of these accessories in the current working state. For example, if the vehicle's air conditioning is running at full power, the power it consumes may increase significantly. First loss power: During the operation of the motor and generator, there will be a certain amount of power loss. The first loss power refers to these lost powers, that is, the difference between the power actually transmitted to the wheels and the electric power generated by the generator. These losses may be caused by various factors, such as the resistance and magnetic resistance of the motor. First start-related power: includes the first start reserved power and the first start advance power. When the engine is started, additional starting power may be required to ensure that it can reach the expected power smoothly and quickly.

[0068] In step A4, the first cruising power, the first accessory power, the first loss power, and the first start-related power are used as first power requirement parameters of the target vehicle.

[0069] In this embodiment of the present application, using the first cruise power, first accessory power, first loss power, and first start-related power as the first power demand parameter provides a more complete picture of the vehicle's current state and needs. This not only helps prevent stall risks but also helps optimize engine control strategies, improve fuel economy, and ensure a smooth and comfortable ride. Using these parameters, the control system can better adjust the engine's operating state to meet the vehicle's actual power requirements while maximizing efficiency and performance.

[0070] The method provided in the embodiment of the present application obtains the first power demand parameter, so that the control system can more accurately understand the actual needs of the vehicle and adjust the operating status of the engine according to these needs. Understanding the first discharge power boundary of the battery in the target vehicle helps to evaluate the battery's power supply capacity and the power output limit under specific conditions. By comparing the power demand parameter with the discharge power boundary of the battery, it can be determined whether there is a risk of stalling, so that corresponding preventive measures can be taken in advance. By real-time monitoring and evaluation of power demand parameters, the vehicle can better cope with various driving conditions, such as uphill, downhill, acceleration, deceleration, etc. This helps to improve the safety performance of the vehicle and reduce the potential risk of accidents caused by insufficient power or sudden stall.

[0071] In step S12, if it is determined that the target vehicle currently has a stall risk based on the first power demand parameter and the first discharge power limit, the engine of the target vehicle is started, and the engine power is monitored to see whether it reaches the target power.

[0072] In this embodiment, if the current battery discharge power limit fails to meet the sum of the current cruise power, accessory power, system loss power, start reserve power, and start advance power requirements, indicating a stall risk, the target vehicle's engine is started. Simultaneously, it is necessary to monitor whether the engine power reaches the target power to ensure smooth and safe vehicle operation.

[0073] It should be noted that the conditions for determining whether the target vehicle is currently at risk of stalling may specifically include: Condition 1: First battery discharge power limit ≤ First cruise power + Accessory power + System loss power + Start reserve power + Start advance power. Condition 2: Drive demand power ≥ First battery discharge power limit - Advance power.

[0074] In the embodiment of the present application, before determining that the target vehicle currently has a stall risk based on the first power demand parameter and the first discharge power limit, the method further includes the following steps B1-B5:

[0075] Step B1: summing the first cruising power, the first accessory power, the first loss power, and the first startup-related power to obtain a first power.

[0076] As an example, assuming that the current speed of the target vehicle is 60 km / h and the slope is 30%, the corresponding first cruise power is queried in the preset data table based on the speed and slope. When the speed is 60 km / h and the slope is 30%, the first cruise power is 9 kW. Obtain the current first accessory power, first loss power, and first startup-related power of the target vehicle. Assume that these powers are 1 kW, 0.5 kW, and 1 kW, respectively. Sum the first cruise power, the first accessory power, the first loss power, and the first startup-related power to obtain the first power of the first power demand parameter: 9 kW (first cruise power) + 1 kW (first accessory power) + 0.5 kW (first loss power) + 1 kW (first startup-related power) = 11.5 kW.

[0077] Step B2: comparing the first power with the first discharge power boundary.

[0078] In an embodiment of the present application, the purpose of comparing the first power with the first discharge power boundary is to evaluate whether the current power demand of the vehicle can be supported by the battery, so as to determine whether the condition 1 for judging the risk of stalling is met (the first battery discharge power boundary ≤ target cruise power + accessory power + system loss power + start reserve power + start advance power). The first power is compared with the first discharge power boundary, and the relationship between the two is analyzed: if the first power is less than or equal to the first discharge power boundary, it means that the power output of the battery can meet the power demand of the vehicle and there is no risk of stalling; if the first power is greater than the first discharge power boundary, it means that the power output of the battery is insufficient to support the current power demand. In this case, there is a risk of stalling because the battery cannot provide enough energy to maintain normal driving of the vehicle. By comparing the first power with the first discharge power boundary, the power demand of the vehicle and the power supply capacity of the battery can be more accurately evaluated, and corresponding control strategies can be adopted.

[0079] Step B3: If the first power is greater than or equal to the first discharge power limit, the required driving power of the target vehicle is calculated.

[0080] In an embodiment of the present application, if the first power is greater than or equal to the first discharge power boundary, the process of determining whether condition 2 of the stall risk determination is met is entered, and the driving demand power of the target vehicle is calculated. The driving demand power refers to the power required by the vehicle during driving, and is calculated based on conditions such as the throttle opening, vehicle speed, slope, and driving mode. The specific calculation method can be selected and adjusted according to actual conditions and vehicle characteristics. For example, assuming that the throttle opening of the target vehicle is 50%, the vehicle speed is 80 kilometers per hour, the slope is 0%, and the driving mode is economic mode. Based on these conditions, the driving demand power can be calculated using a corresponding mathematical model or empirical formula.

[0081] In an embodiment of the present application, calculating the driving demand power of the target vehicle includes: detecting the operating conditions of the target vehicle, wherein the operating conditions include at least any one of the following: throttle opening, vehicle speed, slope, and driving mode; and calculating the driving demand power of the target vehicle based on the operating conditions.

[0082] In the embodiment of the present application, the operating condition is an important factor affecting the power demand of the vehicle. In this embodiment, the operating condition parameters include at least any one of the following: throttle opening, vehicle speed, slope, and driving mode. These parameters are directly related to the power output and energy demand of the vehicle. Specifically, throttle opening: the larger the throttle opening, the higher the acceleration performance expected by the driver, and the greater the power demand of the vehicle. Vehicle speed: as the vehicle speed increases, the vehicle requires more energy to overcome air resistance and rolling resistance to maintain high-speed driving. Slope: different slopes have an impact on the driving resistance of the vehicle. When going uphill, greater driving force is required to maintain the vehicle speed; when going downhill, energy can be recovered by braking or shifting into a lower speed gear. Driving mode: different driving modes (such as economic mode, sports mode, etc.) will affect the vehicle's power output and energy management strategy. For example, in sports mode, power will be provided more actively, while in economic mode, more attention will be paid to energy saving.

[0083] Step B4: calculating the power difference between the first discharge power boundary and the advance power, and comparing the driving demand power with the power difference.

[0084] It should be noted that calculating the power difference between the first discharge power limit and the lead power and comparing it with the required drive power is another method for assessing vehicle power requirements and battery power supply capabilities, thereby determining whether stall risk assessment condition 2 (required drive power ≥ first battery discharge power limit - lead power) is met. The lead power is a preset value used to compensate for the time it takes to build power after engine start. This value can be preset based on the actual vehicle's stall lead to maintain a smooth start.

[0085] In an embodiment of the present application, the power difference between the first discharge power boundary and the advance power is calculated, that is, the difference between the two, and this difference represents the actual available power of the battery in the current state. The calculated driving demand power is compared with the power difference: if the driving demand power is less than the power difference, it means that the available power of the battery can meet the power demand of the vehicle. In this case, the vehicle can rely solely on battery power to maintain normal driving. If the driving demand power is greater than the power difference, it means that the available power of the battery is insufficient to support the current power demand. In this case, there is a risk of stalling because the battery cannot provide enough energy to maintain normal driving of the vehicle. At this time, the control system may need to adopt corresponding control strategies, such as starting the engine or performing energy recovery, to provide additional energy support.

[0086] Step B5: If the required driving power is greater than or equal to the power difference, it is determined that the target vehicle has a stall risk.

[0087] As an example, assume that at a certain moment, the target vehicle's throttle opening is 50%, the vehicle speed is 80 km / h, the slope is 10%, and the driving mode is economy mode. Based on these parameters, the calculated driving power requirement is 10 kW. At the same time, the first discharge power boundary is 8 kW, and the lead power is 1 kW, so the power difference is 7 kW. Comparing the driving power requirement with the power difference, the driving power requirement is greater than the power difference, that is, 10 kW > 7 kW. Based on this comparison result, it can be determined that the target vehicle is at risk of stalling. The control system needs to adopt an appropriate control strategy to provide additional energy support to maintain normal vehicle operation.

[0088] In an embodiment of the present application, starting the engine of the target vehicle and monitoring whether the engine power reaches the target power include the following steps C1-C3:

[0089] Step C1: Generate an engine start instruction.

[0090] In an embodiment of the present application, the engine start instruction is used to instruct the engine to start working, wherein the start instruction can be sent to the engine via an electronic signal or related hardware device.

[0091] Step C2: controlling the engine to start according to the engine start instruction, and calculating the difference between the first power and the first discharge power boundary, and using the difference as the target power.

[0092] In an embodiment of the present application, the start of the engine is controlled according to the generated start instruction. This process may involve interaction between the starter motor and the engine to ensure that the engine can start smoothly. After the engine is started, the control system calculates the difference between the first power and the first discharge power boundary. This difference can be regarded as the target power, that is, the power level that the engine needs to reach. This difference is calculated based on the power demand of the vehicle and the power supply capacity of the battery, and is intended to ensure that the vehicle can obtain sufficient power support under various operating conditions. For example, assume that the current throttle opening of the target vehicle is 70%, the speed is 50 kilometers per hour, the slope is 5%, and the driving mode is sports mode. Based on these parameters, the first power is calculated to be 15 kilowatts. At the same time, the first discharge power boundary is 10 kilowatts. Therefore, the difference between the first power and the first discharge power boundary is 5 kilowatts, which can be used as the target power.

[0093] Step C3: monitoring whether the engine power reaches the target power.

[0094] In an embodiment of the present application, continuous monitoring of whether the actual power of the engine reaches the target power can be achieved through sensors and related hardware equipment to monitor the power output of the engine in real time. If the power of the engine reaches the target power, it means that the engine is working normally and can meet the power requirements of the vehicle. In this case, the control system can continue to monitor the operating status of the engine to ensure its stable operation. If the power of the engine fails to reach the target power, it means that there is a problem or restriction that causes the engine to be unable to provide sufficient power. In this case, the control system needs to take appropriate measures to solve this problem, such as adjusting the parameters of the engine, checking the working status of related components, or adopting other appropriate control strategies.

[0095] The method provided in the embodiment of the present application ensures that the vehicle obtains sufficient power support by starting the engine and monitoring whether its power reaches the target power when the vehicle is facing the risk of stalling, thereby maintaining a stable driving state. By comparing the first power demand parameter and the first discharge power boundary, the control system can more accurately evaluate the power supply capacity of the battery. Starting the engine and monitoring its power can better balance the energy consumption of the battery and the energy replenishment of the engine, thereby achieving more efficient energy management. When the vehicle is facing the risk of stalling, starting the engine in time and monitoring its power to reach the target power can reduce the sense of frustration and instability caused by insufficient power.

[0096] Step S13: If the target power is reached, a second power requirement parameter of the target vehicle and a second discharge power limit of the battery are obtained.

[0097] In this embodiment of the present application, after the target vehicle's engine is started and the engine power reaches the target power, the vehicle's state parameters are monitored again to obtain a second power demand parameter. The second power demand parameter includes: a second cruise power, a second accessory power, a second system loss power, a second start reserve power, a second start advance power, and an interval power. Changes in these parameters reflect changes in the driver's demand for the vehicle's driving state or power.

[0098] In an embodiment of the present application, obtaining a second power requirement parameter of a target vehicle includes: obtaining a second cruise power, a second accessory power, a second loss power, a second start-related power, and an interval power of the target vehicle; and using the second cruise power, the second accessory power, the second loss power, the second start-related power, and the interval power as the second power requirement parameter. Based on the current battery state and parameters, the battery's discharge power boundary, i.e., the second discharge power boundary, is recalculated. This boundary represents the maximum power output that the battery can provide under the current state, wherein the calculation process takes into account the battery's charge level, remaining energy, temperature, and other relevant factors.

[0099] By acquiring the second power demand parameter and the second discharge power boundary, the method provided in the embodiments of this application enables the control system to more accurately understand the vehicle's power demand and the battery's power supply capacity, promptly detect changes in the power demand and discharge power boundary, and adjust the engine control strategy in real time. By monitoring and adjusting the vehicle's power demand and the battery's discharge power boundary in real time, a smoother and more stable driving experience can be achieved, reducing the sense of frustration caused by insufficient power or mismatched energy supply.

[0100] Step S14: Controlling the engine to stop according to the second discharge power limit and the second power demand parameter.

[0101] In the embodiment of the present application, the purpose of this step is to determine whether the engine needs to be shut down based on the second discharge power boundary and the second power demand parameter. First, the second cruising power, the second accessory power, the second loss power, the second start-related power, and the interval power are summed, and the result of the sum is the second power. Secondly, the calculated second power is compared with the second discharge power boundary. If the second discharge power boundary is greater than or equal to the second power, the timing operation is started and a duration is recorded. Finally, the duration is compared with a preset threshold. If the duration exceeds the preset threshold, it is considered that the battery's energy supply is insufficient to maintain the normal operation of the vehicle, and therefore a command is issued to shut down the engine.

[0102] In the embodiment of the present application, step S14 specifically includes the following steps D1-D4:

[0103] In step D1 , the second cruise power, the second accessory power, the second loss power, the second start-related power, and the interval power are summed to obtain a second power.

[0104] In an embodiment of the present application, the second cruising power, the second accessory power, the second loss power, and the second start-related power are obtained by monitoring the vehicle's status parameters again after the target vehicle's engine is started and the engine power reaches the target power. The interval power is a preset value used to prevent the engine from starting and stopping frequently. When the battery discharge power boundary cannot immediately recover to a level that meets the cruising power requirement, an interval power is set for a smooth transition. This interval power allows the engine to continue running for a short period of time to avoid frequent starts and stops, which put unnecessary burdens on the engine and battery. By setting the interval power, the number of unnecessary engine starts and stops is reduced while ensuring a stable energy supply. By summing up these powers, a relatively accurate second power is obtained, which represents the total energy demand of the vehicle under the current operating conditions. This second power value is used for subsequent comparisons and decisions to determine whether the engine needs to be stopped to ensure that the battery's discharge power boundary can always meet the vehicle's energy needs.

[0105] Step D2: comparing the second power with the second discharge power boundary.

[0106] In an embodiment of the present application, by comparing the vehicle's actual power demand with the maximum power the battery can provide, it is possible to determine whether the battery can meet the vehicle's operating requirements. If the second discharge power boundary is less than the second power, it indicates that the battery cannot meet the vehicle's operating requirements and the engine needs to continue to increase power. If the second discharge power boundary is greater than or equal to the second power, it indicates that the battery can currently meet the vehicle's operating requirements. It is necessary to further determine whether the duration of the battery meeting the vehicle's operating requirements meets the conditions. If the duration meets the conditions, it indicates that the battery discharge power boundary has recovered to a level that can meet the cruising power requirements and the engine can be shut down.

[0107] Step D3: If the second discharge power limit is greater than or equal to the second power, a timing operation is performed to obtain a duration.

[0108] In an embodiment of the present application, when the second discharge power boundary is greater than or equal to the second power, a timing operation is performed to determine the duration. The purpose of the duration is to evaluate the length of time the battery meets the vehicle's operating requirements, indicating the length of time the battery can maintain power supply while meeting the vehicle's operating requirements. This duration is a relative time period used to evaluate whether the battery's power supply capacity is sufficient to support the vehicle's operation under specific operating conditions. The duration also reflects the battery's endurance. If the battery can only meet the demand for a short period of time, the engine may start and stop continuously. Therefore, after the second discharge power boundary is greater than or equal to the second power, it is necessary to further evaluate the time it takes to meet the operating requirements.

[0109] Step D4 : comparing the duration with a preset threshold value. If the duration is greater than the preset threshold value, the engine of the target vehicle is controlled to stop.

[0110] In this embodiment of the present application, the preset threshold is set based on an assessment of battery performance and vehicle operating conditions. When the duration exceeds this threshold, it indicates that the battery's discharge power limit has returned to a level that can meet cruising power requirements. By comparing the duration with the preset threshold, it is possible to determine whether the battery can meet the vehicle's operating requirements for a long period of time. If the duration exceeds the threshold, the control system will decide to shut down the engine, as the battery can currently provide sufficient energy support for the vehicle.

[0111] As an example, assume the second discharge power boundary is 110 kW, the second cruise power is 80 kW, the second accessory power is 20 kW, the second loss power is 10 kW, the second start-related power is 5 kW, and the interval power is 5 kW. First, the second power is calculated: "Second power = second discharge power boundary + second cruise power + second accessory power + second loss power + second start-related power + interval power." The sum of these values ​​yields the second power of 80 + 20 + 10 + 5 + 5 = 120 kW. Next, the second power is compared with the second discharge power boundary, and the result is that the second power (120 kW) is greater than the second discharge power boundary (110 kW). Since the second power is greater than or equal to the second discharge power boundary, a timer is started, and the duration is determined to be 3 minutes. Finally, the duration is compared with a preset threshold. If the preset threshold is 2 minutes, the comparison result indicates that the duration (3 minutes) is greater than the preset threshold (2 minutes). Based on this comparison, the control system determines that the battery's discharge power boundary has returned to a level that meets the cruise power requirement and therefore issues a command to shut down the engine.

[0112] In addition, in the embodiment of the present application, the interval power can be dynamically set according to factors such as the engine's operating state, load changes, and environmental conditions. Specifically, first, the thresholds for different operating states are determined based on the engine's operating characteristics and performance data. These thresholds can be upper and lower limits or rates of change of parameters such as speed, temperature, and pressure. Monitor and record the engine's operating state parameters, such as speed, temperature, pressure, etc., in real time. Based on the monitored operating state parameters, determine the current operating state of the engine. The operating state can be determined by comparing the current parameters with pre-set thresholds. Monitor engine load parameters, such as output power, torque, etc., and record the degree and rate of load change.

[0113] New interval power values ​​are calculated based on operating conditions and load changes. The calculation process is as follows: Interval power = Base interval power + Operating condition adjustment parameter + Load change adjustment parameter + Environmental factor adjustment parameter. Base interval power is a preset fixed value representing the interval power under normal operating conditions, regardless of other factors. Operating condition adjustment parameter: Adjustment parameters for interval power are set based on thresholds and set rules for different operating conditions. For example, if the engine is under high load, the interval power is increased by a certain amount; if the engine is under low load, the interval power is decreased by a certain amount. Load change adjustment parameter: Adjustment parameters for interval power are set based on the degree and rate of load change. For example, if the load increases sharply, the interval power is increased by a certain amount; if the load is stable or decreasing, the interval power is decreased by a certain amount. Environmental factor adjustment parameter: Adjustment parameters for interval power are set based on changes in environmental conditions. For example, if the ambient temperature is high, the interval power is increased by a certain amount; if the ambient temperature is low, the interval power is decreased by a certain amount.

[0114] The method provided in the embodiments of the present application can reduce unnecessary energy consumption by rationally controlling the engine's operating and downtime, thereby improving energy efficiency. Frequent engine starting and stopping may cause unnecessary wear and tear on the engine. By rationally controlling the engine's operating and downtime, the engine's service life can be extended. By intelligently managing the engine's operating and downtime, the vehicle's energy needs can be better matched with the battery's power supply capacity, thereby improving the vehicle's operating efficiency.

[0115] FIG2 is a flow chart of another stall control method for a hybrid vehicle according to an embodiment of the present application. As shown in FIG2 , the method includes:

[0116] Step 1: Obtain a first power requirement parameter of a target vehicle and a first discharge power limit of a battery;

[0117] Step 2, summing each parameter in the first power demand parameter to obtain a first power;

[0118] Step 3, determining whether the first power is greater than or equal to the first discharge power limit, if so, executing step 4, if not, executing step 1;

[0119] Step 4: Calculate the required driving power, and then calculate the power difference between the first discharge power boundary and the advance power;

[0120] Step 5: Determine whether the required driving power is greater than or equal to the power difference. If so, proceed to step 6; if not, proceed to step 1.

[0121] Step 6: Determine if the target vehicle is at risk of stalling and control the engine to start;

[0122] Step 7: Calculate the difference between the first power and the first discharge power boundary, and use the difference as the target power;

[0123] Step 8, determining whether the power of the monitored engine reaches the target power, if so, executing step 9, if not, executing step 7;

[0124] Step 9: Obtain a second power requirement parameter of the target vehicle and a second discharge power limit of the battery;

[0125] Step 10: Control the engine to stop according to the second discharge power limit and the second power demand parameter.

[0126] This embodiment provides a stall control device for a hybrid vehicle, as shown in FIG3 , including:

[0127] A first acquisition module 31 is configured to acquire a first power demand parameter of a target vehicle during a current driving process and a first discharge power limit of a battery in the target vehicle;

[0128] a starting module 32 for starting an engine of the target vehicle and monitoring whether the engine power reaches a target power if it is determined, based on the first power demand parameter and the first discharge power limit, that the target vehicle currently has a stall risk;

[0129] A second acquisition module 33 is configured to acquire a second power requirement parameter of the target vehicle and a second discharge power limit of the battery if the target power is reached;

[0130] The control module 34 is configured to control the engine to stop according to the second discharge power limit and the second power demand parameter.

[0131] In an embodiment of the present application, the device also includes: a determination module, which is used to sum the first cruising power, the first accessory power, the first loss power and the first start-related power to obtain a first power; compare the first power with the first discharge power boundary; if the first power is greater than or equal to the first discharge power boundary, calculate the driving demand power of the target vehicle; calculate the power difference between the first discharge power boundary and the advance power, and compare the driving demand power with the power difference; if the driving demand power is greater than or equal to the power difference, determine that the target vehicle is at risk of stalling.

[0132] In an embodiment of the present application, a determination module is used to detect the operating conditions of the target vehicle, wherein the operating conditions include at least any one of the following: throttle opening, vehicle speed, slope, and driving mode; and the driving demand power of the target vehicle is calculated based on the operating conditions.

[0133] In an embodiment of the present application, the first acquisition module 31 is used to detect the current speed and slope of the target vehicle; query the corresponding first cruise power in a preset data table based on the speed and slope; obtain the current first accessory power, first loss power, and first start-related power of the target vehicle; and use the first cruise power, first accessory power, first loss power, and first start-related power as the first power demand parameters of the target vehicle.

[0134] In an embodiment of the present application, the starting module 32 is used to generate an engine starting instruction; control the engine starting according to the engine starting instruction, and calculate the difference between the first power and the first discharge power boundary, and use the difference as the target power; monitor whether the engine power reaches the target power.

[0135] In an embodiment of the present application, the second acquisition module 33 is used to obtain the second cruising power, second accessory power, second loss power, second start-related power and interval power of the target vehicle; and use the second cruising power, second accessory power, second loss power, second start-related power and interval power as the second power demand parameters.

[0136] In an embodiment of the present application, the control module 34 is used to sum the second cruising power, the second accessory power, the second loss power, the second start-related power and the interval power to obtain the second power; compare the second power with the second discharge power boundary; if the second discharge power boundary is greater than or equal to the second power, perform a timing operation to obtain a duration; compare the duration with a preset threshold, and if the duration is greater than the preset threshold, control the engine of the target vehicle to shut down.

[0137] Please refer to Figure 4, which is a structural diagram of a computer device provided by an optional embodiment of the present application. As shown in Figure 4, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the computer device, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system).

[0138] The processor 10 may be a central processing unit, a network processor, or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic, or any combination thereof.

[0139] The memory 20 stores instructions that can be executed by at least one processor 10, so as to enable at least one processor 10 to execute the method shown in the above embodiment.

[0140] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created based on the use of a computer device for displaying a small program landing page, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0141] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0142] The computer device further includes a communication interface 30 for the computer device to communicate with other devices or a communication network.

[0143] The embodiments of the present application also provide a computer-readable storage medium. The above-mentioned method according to the embodiment of the present application can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; further, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0144] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

Claims

1. A stall control method for a hybrid vehicle, characterized in that Including: Obtain a first power demand parameter of a target vehicle during current driving and a first discharge power boundary of a battery in the target vehicle; If it is determined that the target vehicle currently has a stall risk according to the first power demand parameter and the first discharge power boundary, start the engine of the target vehicle and monitor whether the power of the engine reaches a target power; If the target power is reached, obtain a second power demand parameter of the target vehicle and a second discharge power boundary of the battery; Control the engine to shut down according to the second discharge power boundary and the second power demand parameter.

2. The method according to claim 1, characterized in that, The obtaining of the first power demand parameter of the target vehicle during current driving includes: Detect the current vehicle speed and slope of the target vehicle; Query a corresponding first cruise power in a preset data table based on the vehicle speed and the slope; Obtain a current first accessory power, first loss power, and first start-related power of the target vehicle; Use the first cruise power, the first accessory power, the first loss power, and the first start-related power as the first power demand parameter of the target vehicle.

3. The method according to claim 2, wherein Before it is determined that the target vehicle currently has a stall risk according to the first power demand parameter and the first discharge power boundary, the method further includes: Sum the first cruise power, the first accessory power, the first loss power, and the first start-related power to obtain a first power; Compare the first power with the first discharge power boundary; If the first power is greater than or equal to the first discharge power boundary, calculate a drive demand power of the target vehicle; Calculate a power difference between the first discharge power boundary and an advance power, and compare the drive demand power with the power difference; If the drive demand power is greater than or equal to the power difference, determine that the target vehicle has a stall risk.

4. The method according to claim 3, wherein The calculating of the drive demand power of the target vehicle includes: Detect an operating condition of the target vehicle, where the operating condition includes at least any one of the following: throttle opening, vehicle speed, slope, driving mode; Calculate the drive demand power of the target vehicle according to the operating condition.

5. The method according to claim 3, characterized in that, The starting of the engine of the target vehicle and monitoring whether the power of the engine reaches the target power includes: Generate an engine start command; Control the engine to start according to the engine start command, calculate a difference between the first power and the first discharge power boundary, and use the difference as the target power; Monitor whether the power of the engine reaches the target power.

6. The method according to claim 1, characterized in that The obtaining of the second power demand parameter of the target vehicle includes: Obtain a second cruise power, second accessory power, second loss power, second start-related power, and interval power of the target vehicle; Use the second cruise power, the second accessory power, the second loss power, the second start-related power, and the interval power as the second power demand parameter.

7. The method according to claim 6, wherein Controlling the engine to stop according to the second discharge power boundary and the second power demand parameter includes: Summing the second cruise power, the second accessory power, the second loss power, the second start-related power, and the interval power to obtain a second power; Comparing the second power with the second discharge power boundary; If the second discharge power boundary is greater than or equal to the second power, perform a timing operation to obtain a duration; Comparing the duration with a preset threshold, and if the duration is greater than the preset threshold, control the engine of the target vehicle to stop.

8. A stall control device for a hybrid vehicle, characterized in that, The device includes: A first acquisition module, configured to acquire a first power demand parameter of a target vehicle during a current driving process and a first discharge power boundary of a battery in the target vehicle; A start module, configured to start the engine of the target vehicle and monitor whether the power of the engine reaches a target power if it is determined according to the first power demand parameter and the first discharge power boundary that the target vehicle currently has a stall risk; A second acquisition module, configured to acquire a second power demand parameter of the target vehicle and a second discharge power boundary of the battery if the target power is reached; A control module, configured to control the engine to stop according to the second discharge power boundary and the second power demand parameter.

9. The device according to claim 8, characterized in that, The first acquisition module is configured to detect a current vehicle speed and a slope of the target vehicle; query a corresponding first cruise power in a preset data table based on the vehicle speed and the slope; acquire a current first accessory power, a first loss power, and a first start-related power of the target vehicle; and use the first cruise power, the first accessory power, the first loss power, and the first start-related power as the first power demand parameter of the target vehicle.

10. The device according to claim 9, characterized in that, The device further includes: a determination module, configured to sum the first cruise power, the first accessory power, the first loss power, and the first start-related power to obtain a first power; compare the first power with the first discharge power boundary; if the first power is greater than or equal to the first discharge power boundary, calculate a drive demand power of the target vehicle; calculate a power difference between the first discharge power boundary and an advance power, and compare the drive demand power with the power difference; and if the drive demand power is greater than or equal to the power difference, determine that the target vehicle has a stall risk.

11. The device according to claim 10, characterized in that, The determination module is configured to detect an operating condition of the target vehicle, where the operating condition at least includes any one of the following: throttle opening, vehicle speed, slope, and driving mode; and calculate the drive demand power of the target vehicle according to the operating condition.

12. The device according to claim 10, characterized in that The start module is configured to generate an engine start instruction; control the engine to start according to the engine start instruction, calculate a difference between the first power and the first discharge power boundary, and use the difference as the target power; and monitor whether the power of the engine reaches the target power.

13. The device according to claim 8, characterized in that, The second acquisition module is configured to acquire the second cruise power, the second accessory power, the second loss power, the second start-related power, and the interval power of the target vehicle; and use the second cruise power, the second accessory power, the second loss power, the second start-related power, and the interval power as the second power demand parameter.

14. The device according to claim 13, characterized in that, The control module is configured to sum up the second cruise power, the second accessory power, the second loss power, the second start-related power, and the interval power to obtain the second power; compare the second power with the second discharge power boundary; if the second discharge power boundary is greater than or equal to the second power, perform a timing operation to obtain the duration; compare the duration with a preset threshold, and if the duration is greater than the preset threshold, control the engine of the target vehicle to shut down.

15. A computer device, characterized in that, Including: A memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to execute the method according to any one of claims 1 to 7.

16. A computer-readable storage medium, characterized in that, Computer instructions are stored on the computer-readable storage medium, and the computer instructions are used to cause a computer to execute the method according to any one of claims 1 to 7.

Images