Vehicle charging method and apparatus, vehicle, and storage medium

Abstract

The present application provides a vehicle charging method and apparatus, a vehicle, and a storage medium. The method is applied to the field of hybrid vehicle charging, and the method comprises: when the state of charge of a power battery of a vehicle is less than a preset state of charge, acquiring an operating state of the vehicle, wherein the operating state is used for representing whether the vehicle is currently travelling; determining a target working parameter of an engine of the vehicle on the basis of the operating state and the state of charge, wherein the target working parameter is a working parameter when the engine charges the power battery; and controlling the engine to operate on the basis of the target working parameter, so as to charge the power battery. According to the method, on the basis of the state of a vehicle, a power battery is charged by means of an engine when the state of charge of the power battery of the vehicle is low, so that the charging process of the power battery is more efficient, simpler and more convenient, thereby improving the charging efficiency of the power battery.

Description

Vehicle charging method, device, vehicle and storage medium

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office on January 22, 2024, with application number 202410089328.9 and application name “A method, device, vehicle and storage medium for vehicle charging”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of hybrid vehicle charging, and in particular to a method, device, vehicle, and storage medium for charging a hybrid vehicle in the field of hybrid vehicle charging. Background Art

[0003] With the improvement of people's living standards, vehicles have become the main means of transportation for people's daily travel. In recent years, with the continuous development and innovation of vehicle production technology, the types of vehicles are no longer limited to traditional fuel vehicles. Instead, various new energy vehicles have replaced them. The types of new energy vehicles include hybrid electric vehicles (HEV), battery electric vehicles (BEV), fuel cell electric vehicles (FCEV), plug-in hybrid electric vehicles (PHEV) and extended-range electric vehicles (EREV).

[0004] HEVs and PHEVs are typical hybrid vehicles. Unlike traditional fuel vehicles, they are equipped with both a power battery and a drive motor. To save fuel, hybrid vehicles prefer to be driven by the drive motor (i.e., electric drive) during driving.

[0005] During the driving of the above-mentioned vehicles, how to avoid users' battery anxiety and charge the power battery in time when it is low on power has become an urgent problem that needs to be solved. Summary of the Invention

[0006] The present application provides a vehicle charging method, device, vehicle and storage medium. The method can charge the power battery through the engine based on the vehicle's own status when the remaining power of the vehicle's power battery is insufficient, making the charging process of the power battery more efficient and simple, and improving the charging efficiency of the power battery.

[0007] In a first aspect, the present application provides a method for charging a vehicle, the method comprising: when the remaining power of a power battery of the vehicle is less than a preset power, obtaining the operating status of the vehicle, the operating status being used to indicate whether the vehicle is driving; determining target operating parameters of the vehicle engine based on the operating status and the remaining power, the target operating parameters being the operating parameters of the engine when charging the power battery; and controlling the engine to operate at the target operating parameters to charge the power battery.

[0008] In the above technical solution, in order to save fuel consumption of hybrid vehicles, electric drive is generally preferred to drive the vehicle when using hybrid vehicles. In order to ensure the power of the power battery and avoid power anxiety for users, this application proposes a method for charging a vehicle. Specifically, when the remaining power of the power battery is less than a preset power, the vehicle can determine the operating status of the vehicle, and determine the target operating parameters of the engine based on the operating status and the remaining power. The engine can charge the power battery while working, so the target operating parameters of the engine are the operating parameters when the engine charges the power battery. Further, the vehicle controls the engine to operate at the target operating parameters, which can realize charging of the power battery. When the remaining power of the above-mentioned vehicle is insufficient, the target operating parameters can be determined according to the operating status and remaining power of the vehicle, so that the power battery can be charged by the vehicle itself in any state, thereby improving the charging efficiency of the power battery and improving the driving experience of the user.

[0009] In one possible implementation, the operating state includes a driving state and a parking state, and the target operating parameters of the vehicle engine are determined based on the operating state and the remaining power, including: when the operating state is the driving state, obtaining the operating parameters of the vehicle, and the operating parameters are used to represent the operating state of the vehicle components; determining the target operating parameters based on the operating parameters and the remaining power; when the operating state is the parking state, determining the target operating parameters based on the remaining power.

[0010] In the above technical solution, the operating state can be specifically divided into a driving state and a parking state according to whether the vehicle is driving. When the vehicle is in a driving state, the vehicle can obtain the current operating parameters of the vehicle and determine the target operating parameters based on the operating parameters and the remaining power; when the vehicle is in a parking state, the vehicle can directly determine the target operating parameters based on the remaining power. The above-mentioned vehicle charges the power battery through the engine while driving, which can take into account the current operating parameters of the vehicle and will not affect the normal driving of the vehicle. When the vehicle is parked, the target operating parameters are directly determined based on the remaining power. Different target operating parameters can be determined according to the difference in the remaining power, so that the target operating parameters are associated with the remaining power.

[0011] In one possible implementation, the operating parameters include the engine speed and the transmission gear, and the target operating parameters include the target charging torque, which is used to represent the torque when the engine charges the power battery. The target operating parameters are determined based on the operating parameters and the remaining power, including: when the remaining power is in the first preset interval or the second preset interval, the target charging torque is determined based on the speed and the first mapping relationship, the maximum value of the first preset interval is less than the minimum value of the second preset interval, and the first mapping relationship is used to represent the correspondence between multiple speeds and multiple first charging torques; when the remaining power is in the third preset interval, the target charging torque is determined based on the speed and the transmission gear, the maximum value of the third preset interval is less than the minimum value of the second preset interval, and the minimum value of the third preset interval is greater than the maximum value of the first preset interval.

[0012] In the above technical solution, when the vehicle is in motion, the operating parameters include the engine speed and transmission gear, and the target operating parameters specifically include the target charging torque, which is the torque when the engine is charging the power battery. In this application, the total output torque of the engine includes the driving torque and the charging torque. The driving torque is used to drive the vehicle, and the charging torque is used to charge the power battery.

[0013] Specifically, when the remaining power is in the first preset interval or the second preset interval, the vehicle can determine the target charging torque based on the rotational speed and the first mapping relationship, wherein the maximum value of the first preset interval is less than the minimum value of the second preset interval. The first mapping relationship represents the correspondence between multiple rotational speeds and multiple first charging torques. When the remaining power is in the third preset interval, the vehicle can determine the target charging torque based on the rotational speed and the gear position of the transmission, wherein the maximum value of the third preset interval is less than the minimum value of the first preset interval, and the minimum value of the third preset interval is greater than the maximum value of the first preset interval. Therefore, when the vehicle is in a driving state, the target charging torque can be determined according to the different intervals in which the remaining power is located and combined with different operating parameters, thereby ensuring the accuracy of the target charging torque.

[0014] In one possible implementation, the target charging torque is determined based on the speed and the transmission gear, including: when the transmission gear is less than or equal to the preset gear, the target charging torque is determined based on the speed and the corrected first mapping relationship, the corrected first mapping relationship is used to represent the correspondence between the multiple speeds and the multiple corrected first charging torques, the engine corresponds to multiple first pressure increase rates when running at the multiple corrected first charging torques, the engine corresponds to multiple second pressure increase rates when running at the multiple first charging torques, and the multiple first pressure increase rates are all less than or equal to the multiple second pressure increase rates; when the transmission gear is greater than the preset gear, the target charging torque is determined based on the speed and the first mapping relationship.

[0015] In the above technical solution, when the remaining power is in the third preset interval, if the transmission gear is less than or equal to the preset gear, the vehicle can determine the target charging torque based on the speed and the revised first mapping relationship. The revised first mapping relationship is used to represent the correspondence between multiple speeds and multiple revised first charging torques. In the present application, when the engine runs at multiple revised first charging torques, it corresponds to multiple first pressure increase rates; when the engine runs at multiple first charging torques, it corresponds to multiple second pressure increase rates. The multiple first pressure increase rates are all less than the multiple second pressure increase rates. When the transmission gear is greater than the preset gear, the target charging torque can be determined based on the speed and the first mapping relationship.

[0016] For engines, a higher pressure rise rate indicates greater combustion noise and vibration. Research has found that vehicle noise and vibration are greater at lower speeds. Therefore, the above process can reduce vehicle noise and vibration at lower speeds, thereby improving the user experience.

[0017] In one possible implementation, the target operating parameter is determined based on the remaining power, including: when the remaining power is within a second preset interval, determining the target operating parameter as a preset operating parameter; when the remaining power is not within the second preset interval, determining a target charging level corresponding to the remaining power, the target charging level being used to indicate how fast the power battery is charged; and determining the target operating parameter from the multiple operating parameters based on the target charging level and the correspondence between multiple charging levels and multiple operating parameters.

[0018] In the above technical solution, when the vehicle is in a parking state, if the remaining power is within the second preset interval, the vehicle can determine the target operating parameter as the preset operating parameter. When the remaining power is not within the second preset interval, it means that the power battery is insufficient. The vehicle can determine the corresponding target charging level based on the remaining power. The target charging level can indicate how fast the power battery is charged. On the basis of obtaining the target charging level, the vehicle can determine the target operating parameter from multiple operating parameters based on the correspondence between multiple charging levels and multiple operating parameters. The above process can take into account the charging efficiency of the power battery when the remaining power is insufficient, so that when the engine charges the power battery, it can better meet the actual needs of the user and avoid the problem of slow charging efficiency and reduced user experience when the power is insufficient.

[0019] In one possible implementation, determining the target charging level corresponding to the remaining power includes: obtaining a target charging mode of the power battery, the target charging mode including a manual charging mode or an automatic charging mode; when the target charging mode is the automatic charging mode, determining the target charging level based on the remaining power and the correspondence between multiple power intervals and the multiple charging levels; when the target charging mode is the manual charging mode, displaying a charging configuration interface based on the remaining power, the charging configuration interface including a charging level configuration area; and determining the target charging level in response to the configuration operation on the charging level configuration area.

[0020] In the above technical solution, when determining the target charging level, based on the two different charging modes provided in this application, the vehicle can first determine the target charging mode, and the target charging mode includes an automatic charging mode or a manual charging mode. When the target charging mode is the automatic charging mode, the vehicle can determine the target charging level based on the preset relationship between the remaining power, multiple power intervals and multiple charging levels. When the target charging mode is the manual charging mode, the vehicle can display a charging configuration interface based on the remaining power, and the charging configuration interface includes a charging level configuration area. The user can select the charging level in the charging level configuration area. In response to the user's configuration operation in the charging level configuration area, the vehicle determines the target charging level. In the above different target charging modes, different methods can be used to determine the target charging level, so that when the vehicle is in the parking state, the charging method of the vehicle is flexible and diverse. In addition, in the manual charging mode, the vehicle determines the target charging level by responding to the user's configuration operation, and can also ensure that the user's needs are given priority.

[0021] In one possible implementation, when the target charging mode is the automatic charging mode, after controlling the engine to operate with the target operating parameters, the method further includes: during the power battery charging process, when the real-time power level of the power battery is in the second preset interval, updating the target operating parameters to the preset operating parameters, and controlling the engine to operate with the preset operating parameters; or, during the power battery charging process, updating the target charging level according to the interval corresponding to the real-time power level; determining the updated target operating parameters from the multiple operating parameters according to the updated target charging level and the correspondence between the multiple charging levels and the multiple operating parameters, and controlling the engine to operate with the updated target operating parameters.

[0022] In the above technical solution, when the vehicle is charging in automatic charging mode, as the charging process continues, the power battery's charge gradually increases, and the charging efficiency corresponding to different power levels may vary. For example, when the power is seriously insufficient, the engine's charging efficiency can be higher; when the power is high, the engine's charging efficiency can be lower. Therefore, during the charging process, the vehicle can also continuously update the target charging level based on the real-time power level of the power battery, and further update the target operating parameters based on the updated target charging level, and finally control the engine to operate with the updated target operating parameters. In addition, in another way, when the power level is in the second preset range, the preset operating parameters can also be used to charge the power battery. The above process can ensure that during the power battery charging process, by monitoring the real-time power level, the charging level and charging strategy are intelligently adjusted to provide different charging efficiencies.

[0023] In a second aspect, the present application provides a vehicle charging device, which includes: an acquisition module for acquiring the operating status of the vehicle when the remaining power of the vehicle's power battery is less than a preset power, and the operating status is used to indicate whether the vehicle is driving; a determination module for determining the target operating parameters of the vehicle's engine based on the operating status and the remaining power, and the target operating parameters are the operating parameters of the engine when charging the power battery; and a control module for controlling the engine to operate at the target operating parameters to charge the power battery.

[0024] In one possible implementation, the operating state includes a driving state and a parking state, and the determination module is specifically used to: when the operating state is the driving state, obtain the operating parameters of the vehicle, and the operating parameters are used to represent the operating state of the vehicle components; determine the target operating parameters based on the operating parameters and the remaining power; when the operating state is the parking state, determine the target operating parameters based on the remaining power.

[0025] In one possible implementation, the operating parameters include the engine speed and the transmission gear, and the target operating parameters include the target charging torque, which is used to represent the torque when the engine charges the power battery. The determination module is also used to: when the remaining power is in the first preset interval or the second preset interval, determine the target charging torque according to the speed and the first mapping relationship, the maximum value of the first preset interval is less than the minimum value of the second preset interval, and the first mapping relationship is used to represent the correspondence between multiple speeds and multiple first charging torques; when the remaining power is in the third preset interval, determine the target charging torque according to the speed and the transmission gear, the maximum value of the third preset interval is less than the minimum value of the second preset interval, and the minimum value of the third preset interval is greater than the maximum value of the first preset interval.

[0026] In one possible implementation, the determination module is also used to: when the transmission gear is less than or equal to the preset gear, determine the target charging torque based on the speed and the corrected first mapping relationship, the corrected first mapping relationship is used to represent the correspondence between the multiple speeds and the multiple corrected first charging torques, the engine corresponds to multiple first pressure increase rates when running at the multiple corrected first charging torques, the engine corresponds to multiple second pressure increase rates when running at the multiple first charging torques, and the multiple first pressure increase rates are all less than or equal to the multiple second pressure increase rates; when the transmission gear is greater than the preset gear, determine the target charging torque based on the speed and the first mapping relationship.

[0027] In one possible implementation, the determination module is further used to: when the remaining power is within a second preset interval, determine the target operating parameter as the preset operating parameter; when the remaining power is not within the second preset interval, determine the target charging level corresponding to the remaining power, and the target charging level is used to indicate the speed of charging of the power battery; and determine the target operating parameter from the multiple operating parameters based on the target charging level and the correspondence between multiple charging levels and multiple operating parameters.

[0028] In one possible implementation, the determination module is further used to: obtain a target charging mode of the power battery, which target charging mode includes a manual charging mode or an automatic charging mode; when the target charging mode is the automatic charging mode, determine the target charging level based on the remaining power and the correspondence between multiple power intervals and the multiple charging levels; when the target charging mode is the manual charging mode, display a charging configuration interface based on the remaining power, which charging configuration interface includes a charging level configuration area; and determine the target charging level in response to the configuration operation on the charging level configuration area.

[0029] In one possible implementation, when the target charging mode is the automatic charging mode, after controlling the engine to operate with the target operating parameters, the device also includes: an updating module, which is used to update the target operating parameters to the preset operating parameters during the power battery charging process, when the real-time power level of the power battery is in the second preset interval, and control the engine to operate with the preset operating parameters; or, during the power battery charging process, update the target charging level according to the interval corresponding to the real-time power level; determine the updated target operating parameters from the multiple operating parameters according to the updated target charging level and the correspondence between the multiple charging levels and the multiple operating parameters, and control the engine to operate with the updated target operating parameters.

[0030] In a third aspect, the present application provides a vehicle comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0031] In a fourth aspect, the present application provides a computer program product, which includes: computer program code, which, when running on a computer, enables the computer to execute the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0032] In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] FIG1 is a schematic structural diagram of a hybrid vehicle power system provided by an embodiment of the present application;

[0034] FIG2 is a schematic flow chart of a vehicle charging method provided in an embodiment of the present application;

[0035] FIG3 is a schematic diagram of a scenario of correcting a first charging torque provided in an embodiment of the present application;

[0036] FIG4 is a schematic diagram of a scenario for determining a charging level according to an embodiment of the present application;

[0037] FIG5 is a schematic flow chart of another vehicle charging method provided in an embodiment of the present application;

[0038] FIG6 is a schematic structural diagram of a vehicle charging device provided in an embodiment of the present application;

[0039] FIG7 is a schematic structural diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0040] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0041] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0042] Before introducing the method of the embodiment of the present application, the professional terms that may be involved in the embodiment of the present application are explained below.

[0043] It should be understood that the vehicle charging method provided in the embodiments of the present application is specifically applied to hybrid vehicles that can support both electric drive and fuel drive.

[0044] A hybrid vehicle refers to a vehicle whose vehicle drive system is composed of two or more single drive systems that can operate simultaneously. The vehicle's driving power is provided by the single drive systems individually or jointly based on the actual vehicle driving state.

[0045] There are three specific classifications of hybrid vehicles. Depending on whether they can be charged externally with an external power source, hybrid vehicles can be divided into HEV and PHEV. HEV is a traditional hybrid vehicle (also known as a non-plug-in hybrid vehicle). This type of vehicle does not require an external power source to charge the energy storage device (i.e., power battery) carried by the vehicle; PHEV can be charged with an external power source or by the vehicle itself. According to the degree of hybridization, hybrid vehicles can be divided into micro hybrid vehicles, light hybrid vehicles, and full hybrid vehicles. According to the power transmission path, hybrid vehicles can be divided into series hybrid vehicles, parallel hybrid vehicles, and hybrid-parallel hybrid vehicles.

[0046] The battery state of charge (SOC) of a power battery, also known as the remaining capacity of a power battery, represents the ratio of the remaining dischargeable capacity of the power battery after it has been used for a period of time or has been left unused for a long time to the capacity of its fully charged state, and is usually expressed as a percentage.

[0047] It should be noted that the hybrid vehicle in the embodiment of the present application mainly refers to PHEV. Before introducing the method of the embodiment of the present application, the driving process of the hybrid vehicle is first introduced based on the power system structure of the hybrid vehicle.

[0048] FIG1 is a schematic structural diagram of a power system of a hybrid vehicle provided in an embodiment of the present application.

[0049] Exemplarily, as shown in FIG1 , the power system 100 includes: an engine 101 , a clutch 102 , a generator 103 , a motor 104 , a power battery 105 , a gearbox 106 and drive wheels 107 .

[0050] Based on the structure of the aforementioned power system 100, when the remaining charge in the power battery 105 is sufficient, the hybrid vehicle can preferentially use the electric motor (i.e., the drive motor) 104 to propel the vehicle. During the driving process of the motor 104, the power battery 105 transmits stored electrical energy to the motor 104. The motor 104 receives the electrical energy and converts it into mechanical energy, which is further transmitted to the drive wheels 107 via the transmission 106, providing driving force for the hybrid vehicle.

[0051] In another scenario, when the remaining charge in the power battery 105 is insufficient, the power system 100 can generate electricity through the engine 101, thereby charging the power battery 105 and driving the vehicle through the engine 101. During operation, the power output of the engine 101 is transmitted to the transmission 106 through the clutch 102. After the transmission 106 converts torque and speed, the power is transmitted to the final drive via the drive shaft, and finally transmitted to the drive wheels 107 through the differential and half shafts. The power output of the engine 101 can also be transmitted to the generator 103 in the form of mechanical energy. The generator 103 converts the mechanical energy into electrical energy and transmits it to the power battery 105 to charge the power battery 105.

[0052] In addition, when the remaining power of the power battery 105 is insufficient, the user can also drive the vehicle to a charging station and connect an external power supply through the charging interface on the vehicle to charge the power battery.

[0053] After introducing the structure of the hybrid vehicle power system, the application scenario of the method of the embodiment of the present application is introduced below.

[0054] Based on the above description, in the current related technology, when the remaining power of the power battery is insufficient, the following two charging methods are provided:

[0055] The first method is that the user can drive the vehicle to a charging station, connect the vehicle's charging interface to the charging pile, and charge the power battery through an external power source such as the charging pile.

[0056] In this charging process, the vehicle is charged by an external power source and does not address how to enable the vehicle to charge itself without the need for external charging equipment. When the vehicle is far from the charging station, this charging method requires the user to drive the vehicle to the charging station, increasing the vehicle's fuel consumption, causing the power battery charging process to take longer, and reducing the vehicle's charging efficiency.

[0057] Based on the above problems, an embodiment of the present application provides a vehicle charging method. When the vehicle power battery is insufficient, the method can charge the power battery through the engine in the vehicle based on the vehicle's own status. The user does not need to drive the vehicle to a charging station for charging, making the power battery charging process more efficient and simple, and improving the charging efficiency of the power battery.

[0058] The second method is that the vehicle controls the vehicle's engine to operate at certain operating parameters to charge the power battery.

[0059] During the above charging process, practice has shown that this charging method may cause obvious noise in the car, seriously affecting the user's riding and driving experience.

[0060] The vehicle charging method provided in the embodiments of this application optimizes the engine's operating parameters based on the above-described charging process. Compared to the original engine operating parameters, the optimized engine operating parameters effectively reduce in-vehicle noise and improve the user's riding and driving experience.

[0061] The following is a detailed introduction to a vehicle charging method provided in an embodiment of the present application.

[0062] FIG2 is a schematic flow chart of a vehicle charging method provided in an embodiment of the present application. It should be understood that this method can be applied to any electronic control unit (ECU, also known as a controller) in a vehicle. Below, in the embodiment of the present application, the ECU is used as a vehicle control unit (VCU, also known as a vehicle controller) as an example to describe a vehicle charging method provided in an embodiment of the present application in detail.

[0063] Exemplarily, as shown in FIG2 , the method 200 includes:

[0064] 201. When the remaining power of the vehicle's power battery is less than a preset power, obtain the vehicle's operating status, where the operating status indicates whether the vehicle is running.

[0065] It should be understood that to reduce the fuel consumption of hybrid vehicles, electric propulsion is preferred during operation. Therefore, to avoid battery anxiety during operation, the VCU needs to monitor the remaining power of the vehicle's power battery in real time.

[0066] It should also be understood that in the embodiments of the present application, the user can pre-set the critical power value, that is, the preset power, according to personal habits and actual driving needs. The vehicle can use the preset power as a trigger condition for charging the power battery. When the VCU monitors that the remaining power of the power battery is less than the preset power, the power battery can be charged by the method provided in the embodiments of the present application. When the VCU monitors that the remaining power of the power battery is greater than or equal to the preset power, there is no need to charge the power battery.

[0067] Optionally, the preset power level may be 30%, 50%, 60%, 80%, etc., which is not limited in the embodiment of the present application.

[0068] For example, the VCU may obtain the remaining power of the power battery through a battery management system (BMS) in the vehicle.

[0069] As another example, the VCU may also obtain the remaining power displayed in the display area of ​​the vehicle instrument panel through the instrument controller in the vehicle.

[0070] Taking the preset power level of 60% as an example, if the remaining power obtained by the VCU is 15%, it means that the vehicle needs to start charging the power battery. If the remaining power obtained by the VCU is 70%, it means that the current power battery is fully charged and the vehicle does not need to charge the power battery for the time being.

[0071] Specifically, referring to Figure 1 , in the embodiment of the present application, the vehicle primarily charges the power battery through the engine. In other words, the vehicle charging method provided by the embodiment of the present application is a self-charging method that does not require the user to drive the vehicle to a charging station to charge with an external power source. Therefore, the vehicle charging method provided by the embodiment of the present application has higher charging efficiency.

[0072] It should be understood that when a vehicle is in operation, its operating state can be either driving or stationary (parked). The charging process varies depending on the operating state. Therefore, when the VCU controls the engine to charge the power battery, it first needs to determine the vehicle's operating state. The operating state indicates whether the vehicle is driving.

[0073] Optionally, the operating state includes a driving state and a parking state.

[0074] For example, the VCU can obtain the vehicle's operating state through the gear controller. For example, when the vehicle is in Drive (D) or Reverse (R), the VCU determines that the vehicle's operating state is driving; when the vehicle is in Park (P), the VCU determines that the vehicle's operating state is parking.

[0075] Furthermore, in order to avoid performance loss caused by charging the vehicle immediately after it is parked, the embodiment of the present application can also limit the length of time the vehicle is in the parking state. When the parking time is greater than a certain length of time, the vehicle charges the power battery through the engine.

[0076] Optionally, the preset duration is 0 min, 3 min, 5 min, etc., which is not limited in the embodiment of the present application.

[0077] As another example, the VCU can also obtain the vehicle's operating status through the vehicle speed or the vehicle speed and gear. For example, when the vehicle speed is greater than 0 km / h, the VCU determines that the operating status is the driving state. When the vehicle speed is 0 km / h, the vehicle's gear may be either neutral (Neutral, N) or P, so the VCU can further combine the gear to determine whether the vehicle's operating status is the parking state. Among them, the vehicle speed can be obtained by either a vehicle speed sensor or an instrument controller. The embodiment of the present application does not limit the way in which the VCU obtains the vehicle speed.

[0078] Through the above step 201, the VCU can obtain the operating status of the vehicle when the remaining power of the power battery is less than the preset power.

[0079] 202 , determining target operating parameters of the vehicle engine according to the operating state and the remaining power, where the target operating parameters are operating parameters when the engine is charging the power battery.

[0080] After determining the operating status, the VCU uses the engine to charge the power battery. This means the engine's operating process is closely related to both the operating status and the remaining charge. Therefore, the VCU determines the engine's target operating parameters based on the operating status and remaining charge. These target operating parameters refer to the engine's operating parameters when charging the power battery.

[0081] In combination with the two different operating states described above, the process of determining the target operating parameters can also be divided into two scenarios, namely, the process of determining the target operating parameters in the driving state and the process of determining the target operating parameters in the parking state.

[0082] In one possible implementation, determining target operating parameters of the vehicle engine according to different operating states, the operating state, and the remaining power may include the following steps:

[0083] When the operating state is the driving state, obtaining the operating parameters of the vehicle, the operating parameters being used to represent the operating states of vehicle components; determining the target operating parameters based on the operating parameters and the remaining power;

[0084] When the vehicle is in the parking state, the target operating parameters are determined according to the remaining power.

[0085] Specifically, when the operating state is the driving state, in order not to affect the normal driving of the vehicle and enable the vehicle to have the best charging effect, when determining the target operating parameters of the engine, the VCU can first obtain the vehicle's operating parameters to obtain the current operating status of the vehicle components, and then combine the current operating parameters and the remaining power to determine the target operating parameters of the engine.

[0086] When the operating state is parking, since the vehicle is currently stationary, there is no need to consider the operating state of the vehicle components. The VCU only needs to use the remaining power to determine the target operating parameters.

[0087] In the above technical solution, the operating state can be specifically divided into a driving state and a parking state according to whether the vehicle is driving. When the vehicle is in a driving state, the vehicle can obtain the current operating parameters of the vehicle and determine the target operating parameters based on the operating parameters and the remaining power; when the vehicle is in a parking state, the vehicle can directly determine the target operating parameters based on the remaining power. The above-mentioned vehicle charges the power battery through the engine while driving, which can take into account the current operating parameters of the vehicle and will not affect the normal driving of the vehicle. When the vehicle is parked, the target operating parameters are directly determined based on the remaining power. Different target operating parameters can be determined according to the difference in the remaining power, so that the target operating parameters are associated with the remaining power.

[0088] It should be understood that in the embodiments of the present application, when the operating state is driving, if the power battery is low (typically, the remaining power is less than 20%) and the throttle opening is relatively small, the engine needs to provide power to the drive wheels to drive the vehicle while also charging the power battery, resulting in a relatively large engine load. Technicians tested the noise spectrum during vehicle driving and found that when the engine is charging the power battery, at a speed of less than 40 km / h, an engine speed of 1500-2500 rpm, and a total engine output torque of 150-230 N·m, the noise inside the vehicle resembles the sound of drums with a distinct and easily recognizable rhythm, affecting the user's driving and riding experience.

[0089] Therefore, when the operating state is driving, when the VCU determines the target operating parameters, in order to reduce the noise inside the car, it needs to consider the remaining power on the one hand, and the vehicle speed, the current engine speed and the total output torque of the engine on the other hand.

[0090] The total output torque includes driving torque and charging torque. Driving torque refers to the output torque of the engine when driving the vehicle, and charging torque refers to the output torque of the engine when charging the power battery.

[0091] In the embodiments of the present application, technicians can test at different speeds to obtain the driving torque and charging torque at each speed. When determining the total output torque, to ensure that the vehicle's dynamic performance remains unchanged, the engine speed can be kept constant and the total output torque can be changed by adjusting the engine's charging torque.

[0092] Optionally, the operating parameters include the engine speed and the transmission gear, and the target operating parameter is the target charging torque.

[0093] For example, the VCU may obtain the engine speed through a speed sensor on the engine.

[0094] For example, a transmission gear refers to the vehicle's gear position. A transmission works by matching engine speed to different gears. Each gear corresponds to a different gear position, and each gear position has a different transmission ratio. Generally, low speeds correspond to low ratios, while high speeds correspond to high ratios. Therefore, there is a positive correlation between transmission gear position and vehicle speed.

[0095] The VCU can obtain the transmission gear position through the automatic transmission control unit (TCU) in the vehicle.

[0096] In one possible implementation, determining target operating parameters based on operating parameters and remaining power includes:

[0097] When the remaining power is within a first preset range or a second preset range, determining the target charging torque based on the speed and a first mapping relationship, wherein the maximum value of the first preset range is less than the minimum value of the second preset range, and the first mapping relationship is used to represent a correspondence between multiple speeds and multiple first charging torques;

[0098] When the remaining power is in the third preset range, the target charging torque is determined according to the speed and the transmission gear, the maximum value of the third preset range is less than the minimum value of the second preset range, and the minimum value of the third preset range is greater than the maximum value of the first preset range.

[0099] Optionally, taking the preset power level of 60% as an example, the first preset interval is (0%, 5%], the second preset interval is (20%, 60%), and the third preset interval is (5%, 20%).

[0100] When the remaining power is within the first preset range, it indicates that the power of the current power battery is seriously insufficient. In order to ensure that the performance of the power battery is not damaged as much as possible, the VCU needs to forcibly maintain the power of the vehicle.

[0101] Forced power conservation is a power conservation mode that prioritizes maintaining the remaining power of the power battery at the target value set by the user. In this power conservation mode, the priority is to increase the power of the power battery, and economy is not the primary consideration. Therefore, when the engine is in forced power conservation mode, the engine does not have optimal economy and the engine's fuel consumption may increase. In contrast to forced power conservation, the power conservation mode also includes intelligent power conservation, which means trying to control the engine to have optimal economy and using redundant power to charge the battery. Therefore, when the engine is in intelligent power conservation mode, the engine has lower charging efficiency, but lower fuel consumption.

[0102] Therefore, when the engine charging mode is forced power conservation mode, in order to prioritize the performance of the vehicle's power battery, the noise inside the vehicle can be ignored. The first priority is to charge the power battery. In this case, the VCU can use the original charging strategy to charge the power battery.

[0103] The original vehicle charging strategy refers to the engine charging strategy before the charging torque is corrected, that is, the engine charging torque when the noise level inside the vehicle is not considered.

[0104] Specifically, in the embodiment of the present application, by testing the operating performance of the engine at different speeds, the corresponding relationship between the original charging torque (i.e., the first charging torque) and the driving torque of the engine at each speed is obtained in advance. Among them, multiple speeds and multiple first charging torques constitute the first mapping relationship.

[0105] When the VCU obtains the engine speed, it can obtain the current target charging torque through the above-mentioned first mapping relationship.

[0106] When the remaining power is within the second preset range, that is, the remaining power is greater than 20%, it indicates that the current power battery is sufficiently charged. Combined with the above description, when the remaining power is less than 20%, there may be a loud noise inside the vehicle during charging. When the remaining power is greater than 20%, no knocking sound will be heard inside the vehicle. Therefore, in this case, the target charging torque can also be obtained based on the first mapping relationship and the current speed.

[0107] Table 1 is a schematic table of a first mapping relationship provided in an embodiment of the present application.

[0108] Table 1

[0109] For example, as shown in Table 1, P1 in Table 1 represents the first charging torque. When the remaining charge is within the first or second preset range, the drive torque remains constant. Therefore, once the VCU obtains the engine speed, it can use Table 1 to look up the target charging torque corresponding to the speed.

[0110] When the remaining power is within the third preset range, it indicates that the remaining power of the power battery is currently low. As mentioned above, charging the engine in this situation may cause loud noise inside the vehicle. Therefore, in this case, in addition to the rotational speed, the transmission gear position is also needed to determine the vehicle speed and the target charging torque based on the vehicle speed.

[0111] In the above technical solution, when the vehicle is in motion, the operating parameters include the engine speed and transmission gear, and the target operating parameters specifically include the target charging torque, which is the torque when the engine is charging the power battery. In this application, the total output torque of the engine includes the driving torque and the charging torque. The driving torque is used to drive the vehicle, and the charging torque is used to charge the power battery.

[0112] Specifically, when the remaining power is in the first preset interval or the second preset interval, the vehicle can determine the target charging torque based on the rotational speed and the first mapping relationship, wherein the maximum value of the first preset interval is less than the minimum value of the second preset interval. The first mapping relationship represents the correspondence between multiple rotational speeds and multiple first charging torques. When the remaining power is in the third preset interval, the vehicle can determine the target charging torque based on the rotational speed and the gear position of the transmission, wherein the maximum value of the third preset interval is less than the minimum value of the first preset interval, and the minimum value of the third preset interval is greater than the maximum value of the first preset interval. Therefore, when the vehicle is in a driving state, the target charging torque can be determined according to the different intervals in which the remaining power is located and combined with different operating parameters, thereby ensuring the accuracy of the determination of the target charging torque.

[0113] Specifically, when determining the target charging torque based on the speed and transmission gear, you can first determine whether the vehicle is in a low-speed driving state based on the transmission gear, and then further determine the target charging torque.

[0114] In one possible implementation, the target charging torque is determined based on the rotational speed and the gear position of the transmission, including:

[0115] When the transmission gear is less than or equal to the preset gear, the target charging torque is determined based on the speed and the modified first mapping relationship. The modified first mapping relationship is used to represent the correspondence between multiple speeds and multiple modified first charging torques. When the engine runs at the multiple modified first charging torques, it corresponds to multiple first pressure increase rates. When the engine runs at the multiple first charging torques, it corresponds to multiple second pressure increase rates. The multiple first pressure increase rates are all less than or equal to the multiple second pressure increase rates.

[0116] When the gear position of the transmission is greater than the preset gear position, the target charging torque is determined according to the rotational speed and the first mapping relationship.

[0117] Optionally, the preset gear is 4th gear in D gear.

[0118] For example, if the transmission gear is less than or equal to 4th gear, it indicates that the current transmission gear is low and the vehicle speed is low. As mentioned above, when the vehicle speed is low, the noise inside the vehicle is more obvious. To avoid the problem of loud noise inside the vehicle, in this embodiment of the application, the first charging torque in the first mapping relationship is modified to reduce the noise inside the vehicle during engine operation.

[0119] The following is a detailed introduction on how to correct the first charging torque.

[0120] FIG3 is a schematic diagram of a scenario for correcting the first charging torque provided in an embodiment of the present application.

[0121] For example, Figure 3(a) shows a scenario diagram illustrating the corresponding relationship between the engine's pressure rise rate, engine speed, and total output torque. Based on the definition of the pressure rise rate, it can be seen that the pressure rise rate is positively correlated with interior noise; the greater the pressure rise rate, the greater the interior noise. Figure 3(a) shows the corresponding relationship between engine speed and total output torque when engine noise is high, and the corresponding relationship between engine speed and total output torque when engine noise is low.

[0122] Specifically, when the engine speed is between 1500-2500 rpm and the total output torque is between 150-250 N·m, the engine's pressure rise rate is relatively large, ranging from 2.0-3.3. Conversely, when the engine speed is between 1500-4000 rpm and the total output torque is between 50-100 N·m, or when the engine speed is between 2000-4000 rpm and the total output torque is between 270-330 N·m, the engine's pressure rise rate is relatively small, with a value of approximately 1.0.

[0123] Figure 3(b) shows a scenario diagram illustrating the relationship between engine fuel consumption, engine speed, and total output torque. As shown in Figure 3(b), when the engine speed is between 1700 and 4000 rpm and the total output torque is between 250 and 420 N·m, the engine is in the economic operating zone. In other words, when the engine operates at these speeds and total output torques, the fuel consumption is low.

[0124] During the correction of the first charging torque, in order not to affect the engine's power, in the embodiment of the present application, the various driving torques in Table 1 are fixed unchanged. A frequency sweep experiment is performed on each charging torque in Table 1. A certain throttle opening is selected, and each first charging torque in Table 1 is sequentially used as an input parameter to perform a torque frequency sweep experiment. This selects the charging torque with the lowest in-vehicle noise, that is, the charging torque corresponding to the lowest pressure rise rate. This results in the optimal charging torque under each driving torque, that is, multiple corrected first charging torques. Multiple corrected first charging torques and multiple speeds form a second mapping relationship.

[0125] Table 2 is a schematic table of a second mapping relationship provided in an embodiment of the present application.

[0126] Table 2

[0127] For example, as shown in Table 2, combined with Table 1, P 11 Represents multiple corrected first charging torques. Multiple corrected first charging torques and multiple driving torques constitute multiple corrected total output torques, and multiple first charging torques and multiple driving torques constitute multiple total output torques. When the engine is operating with multiple corrected multiple first charging torques (that is, with multiple total corrected output torques), it corresponds to multiple first pressure rise rates. When the engine is operating with multiple first charging torques (that is, with multiple total output torques), it corresponds to multiple second pressure rise rates. Based on the description of Figure 3 above, it can be seen that the multiple second pressure rise rates are greater than or equal to the multiple first pressure rise rates.

[0128] Therefore, when the transmission gear is less than or equal to the preset gear, based on the second mapping relationship, the VCU can determine the target charging torque that reduces the noise inside the vehicle according to the engine speed.

[0129] When the gear of the transmission is greater than the preset gear, it means that the current vehicle speed is high and there is no problem of loud noise in the car. At this time, the VCU can determine the target charging torque based on the original first mapping relationship.

[0130] In the above technical solution, when the remaining power is in the third preset interval, if the transmission gear is less than or equal to the preset gear, the vehicle can determine the target charging torque based on the speed and the revised first mapping relationship. The revised first mapping relationship is used to represent the correspondence between multiple speeds and multiple revised first charging torques. In the present application, when the engine runs at multiple revised first charging torques, it corresponds to multiple first pressure increase rates; when the engine runs at multiple first charging torques, it corresponds to multiple second pressure increase rates. The multiple first pressure increase rates are all less than the multiple second pressure increase rates. When the transmission gear is greater than the preset gear, the target charging torque can be determined based on the speed and the first mapping relationship.

[0131] For engines, a higher pressure rise rate indicates greater combustion noise and vibration. Research has found that vehicle noise and vibration are greater at lower speeds. Therefore, the above process can reduce vehicle noise and vibration at lower speeds, thereby improving the user experience.

[0132] Through the above process, the VCU can determine the target operating parameters of the engine when the vehicle is in driving state.

[0133] In another scenario, when the operating state is parking, since the vehicle is stationary at this time, the VCU does not need to consider the vehicle's operating parameters when determining the target operating parameters, but only needs to determine it based on the remaining power.

[0134] In one possible implementation, determining target operating parameters based on the remaining power includes:

[0135] When the remaining power is within the second preset range, determining the target operating parameter to be the preset operating parameter;

[0136] When the remaining power is not in the second preset range, the target charging level corresponding to the remaining power is determined, and the target charging level is used to indicate the speed of charging of the power battery; according to the target charging level and the correspondence between multiple charging levels and multiple operating parameters, the target operating parameters are determined from the multiple operating parameters.

[0137] Optionally, taking the preset power level of 60% as an example, the second preset interval mentioned above is (20%, 60%).

[0138] For example, when the remaining power is within the second preset range, it indicates that the remaining power of the power battery is sufficient, the charging process of the power battery is not urgent, and the engine operation can be controlled according to the preset working parameters.

[0139] Optionally, the preset operating parameters include a preset engine speed, a preset engine power, and a preset total output torque. In the embodiment of the present application, the preset speed may be 1050 rpm, the preset total output torque may be 42 N·m, and the preset power may be 4.6 kW.

[0140] On the contrary, when the remaining power is not in the second preset interval, that is, the remaining power is less than 20%, the power of the power battery is low. In order to avoid charging anxiety for the user, the VCU needs to control the engine to charge the power battery in time.

[0141] It should be understood that in order to match different charging efficiencies when the remaining power is different, the embodiments of the present application provide different charging levels. The charging level can represent the charging efficiency, and different charging levels correspond to different operating parameters. Specifically, the higher the charging level, the faster the charging efficiency; the lower the charging level, the slower the charging efficiency. For example, when the remaining power is seriously insufficient, you can choose a higher charging efficiency, that is, choose a higher charging level, which can achieve the purpose of quickly increasing the power. When the remaining power is relatively sufficient, you can choose a lower charging efficiency, that is, choose a lower charging level.

[0142] Specifically, in the embodiment of the present application, the charging level determination process depends on the engine fuel consumption rate. While ensuring the engine fuel consumption rate is low, the VCU can select different charging levels according to different engine speeds, different total output torques, and different powers.

[0143] FIG4 is a schematic diagram of a scenario for determining a charging level provided in an embodiment of the present application.

[0144] For example, as shown in Figure 4, curves A, B, and C represent the changes in engine fuel consumption at different speeds and total output torques, respectively. The elliptical area shown in Figure 4 represents the engine's economic zone. Specifically, when the engine speed is between 2000-4300 rpm and the total output torque is between 250-450 N·m, the engine's fuel consumption is relatively low in this area. Curve D in Figure 4 represents the engine's high-efficiency line, which is used to indicate the engine's charging efficiency. In other words, when the engine operates at the operating parameters corresponding to the points on curve D, the charging efficiency is good.

[0145] Based on the intersection of the engine economic zone and the engine high-efficiency line shown in Figure 4, different charging levels can be determined. The operating parameters corresponding to point 1 in Figure 4 are the operating parameters corresponding to charging level 1; the operating parameters corresponding to point 2 are the operating parameters corresponding to charging level 2; and the operating parameters corresponding to point 3 are the operating parameters corresponding to charging level 3.

[0146] Among them, in the embodiment of the present application, the operating parameters corresponding to charging level 1 are specifically a speed of 2000 rpm, a total output torque of 270 N·m, and a power of 55 kW; the operating parameters corresponding to charging level 2 are specifically a speed of 2500 rpm, a total output torque of 300 N·m, and a power of 77 kW; the operating parameters corresponding to charging level 3 are specifically a speed of 3400 rpm, a total output torque of 320 N·m, and a power of 110 kW.

[0147] The above-mentioned embodiment of the present application takes into account the fuel consumption and working efficiency of the engine when determining the charging level, ensuring that the fuel consumption and working efficiency are always low when the engine operates at different levels, avoiding the vehicle noise, vibration and sound vibration harshness (NVH) problems that may be caused by low engine working efficiency, and saving the engine's fuel consumption cost.

[0148] Based on the above different charging levels, the embodiment of the present application can pre-set the corresponding relationship between different power intervals and different charging levels.

[0149] Table 3 is a schematic table of the correspondence between charging levels and power ranges provided in an embodiment of the present application.

[0150] Table 3

[0151] For example, as shown in Table 3, in the embodiment of the present application, the power range corresponding to charging level 3 is 0-20%, the power range corresponding to charging level 2 is 21-40%, and the power range corresponding to charging level 1 is 41-60%, where 60% refers to the preset power.

[0152] The above power ranges and charging levels are only illustrative examples. When the preset power levels are different, different charging levels can be re-divided according to FIG. 4 .

[0153] After determining multiple charging levels, if the remaining power is less than 20%, the present application can determine the corresponding target charging level based on the current remaining power and the correspondence between the multiple charging levels and the multiple operating parameters.

[0154] In the above technical solution, when the vehicle is in a parking state, if the remaining power is within the second preset interval, the vehicle can determine the target operating parameter as the preset operating parameter. When the remaining power is not within the second preset interval, it means that the power battery is insufficient. The vehicle can determine the corresponding target charging level based on the remaining power. The target charging level can indicate how fast the power battery is charged. On the basis of obtaining the target charging level, the vehicle can determine the target operating parameter from multiple operating parameters based on the correspondence between multiple charging levels and multiple operating parameters. The above process can take into account the charging efficiency of the power battery when the remaining power is insufficient, so that when the engine charges the power battery, it can better meet the actual needs of the user and avoid the problem of slow charging efficiency and reduced user experience when the power is insufficient.

[0155] In the parking state, during the process of charging the power battery through the engine, considering the needs of users, this application provides different charging modes, including automatic charging mode and manual charging mode.

[0156] In automatic charging mode, the VCU intelligently adjusts the charging level based on the current remaining power battery charge and the corresponding relationship in Table 3. In manual charging mode, the charging level is usually selected manually by the user. Once the user selects the charging level, the engine will always operate at the operating parameters corresponding to the charging level regardless of the battery level.

[0157] In one possible implementation, determining a target charging level corresponding to the remaining power includes:

[0158] Obtaining a target charging mode for the power battery, where the target charging mode includes a manual charging mode or an automatic charging mode;

[0159] When the target charging mode is the automatic charging mode, determining the target charging level according to the remaining power and the correspondence between the plurality of power intervals and the plurality of charging levels;

[0160] When the target charging mode is the manual charging mode, a charging configuration interface is displayed based on the remaining power, the charging configuration interface including a charging level configuration area; and a target charging level is determined in response to a configuration operation on the charging level configuration area.

[0161] Illustratively, based on the two charging modes provided in the embodiments of the present application, the user can pre-configure the target charging mode of the power battery based on the charging mode configuration interface.

[0162] When the operating state is the parking state and the remaining power is not in the second preset range, the VCU can determine the current target charging mode based on the user's pre-configured operation.

[0163] In one case, when the target charging mode is the automatic charging mode, combined with Table 3, the current remaining power is less than 20%, and the power range corresponding to the remaining power is the power range corresponding to charging level 3, so the target charging level is charging level 3.

[0164] Alternatively, when the target charging mode is manual, the VCU can display a charging configuration interface based on the current remaining battery level via the multimedia controller. This interface includes a charging level configuration area that displays several different charging levels, as shown in Table 3. Based on this visual charging configuration interface, the user can configure the target charging level by clicking or speaking. In response to the user's configuration, the multimedia controller sends the target charging level to the VCU.

[0165] In manual charging mode, regardless of the remaining power, the user can manually select the target charging level. For example, when the remaining power is less than 20%, the user can also select charging level 1 or charging level 2 in Table 3; when the remaining power is sufficient, the user can also select charging level 3 in Table 3.

[0166] In the above technical solution, when determining the target charging level, based on the two different charging modes provided in this application, the vehicle can first determine the target charging mode, and the target charging mode includes an automatic charging mode or a manual charging mode. When the target charging mode is the automatic charging mode, the vehicle can determine the target charging level based on the preset relationship between the remaining power, multiple power intervals and multiple charging levels. When the target charging mode is the manual charging mode, the vehicle can display a charging configuration interface based on the remaining power, and the charging configuration interface includes a charging level configuration area. The user can select the charging level in the charging level configuration area. In response to the user's configuration operation in the charging level configuration area, the vehicle determines the target charging level. In the above different target charging modes, different methods can be used to determine the target charging level, so that when the vehicle is in the parking state, the charging method of the vehicle is flexible and diverse. In addition, in the manual charging mode, the vehicle determines the target charging level by responding to the user's configuration operation, and can also ensure that the user's needs are given priority.

[0167] Through the above step 202, the VCU can determine the target operating parameters of the engine under two different operating states.

[0168] 203 : Control the engine to operate at target operating parameters to charge the power battery.

[0169] After the VCU obtains the target operating parameters through step 202 , the VCU may send the target operating parameters to an engine controller in the vehicle, so that the engine controller controls the engine operation according to the target operating parameters.

[0170] Furthermore, in automatic charging mode, the VCU can intelligently adjust the charge level based on the battery's charge level. Therefore, as the battery charges, the VCU can also update the target charge level and operating parameters in real time as the battery's charge level increases.

[0171] In one possible implementation, when the target charging mode is the automatic charging mode, after controlling the engine to operate at the target operating parameters, the method further includes:

[0172] During the power battery charging process, when the real-time power level of the power battery is within the second preset range, the target operating parameter is updated to the preset operating parameter, and the engine is controlled to operate at the preset operating parameter; or

[0173] During the power battery charging process, the target charging level is updated according to the interval corresponding to the real-time power level; based on the updated target charging level and the correspondence between multiple charging levels and multiple operating parameters, the updated target operating parameters are determined from the multiple operating parameters, and the engine is controlled to operate with the updated target operating parameters.

[0174] For example, when the power battery is charging, the power gradually increases to greater than 20%. Combined with the above description, when the power is in the second preset range, the VCU can control the engine to operate at preset operating parameters (preset speed 1050 rpm, preset total output torque 42 N·m, preset power 4.6 kW). Therefore, when the VCU monitors that the real-time power is greater than 20%, the target operating parameters of the engine can be updated to the preset operating parameters to charge the power battery.

[0175] As another example, as shown in Table 3, since the present embodiment provides a charging strategy for charging levels in different power ranges, when using this charging strategy to charge the power battery, the VCU can also continuously update the target charging level based on the real-time power level. For example, when the real-time power level is in the power range of 21%-40%, the VCU can update the target charging level from the original charging level 3 (i.e., the charging level corresponding to 0-20%) to charging level 2 corresponding to the current power range, and control the engine to operate at the operating parameters corresponding to charging level 2.

[0176] In the above technical solution, when the vehicle is charging in automatic charging mode, as the charging process continues, the power battery's charge gradually increases, and the charging efficiency corresponding to different power levels may vary. For example, when the power is seriously insufficient, the engine's charging efficiency can be higher; when the power is high, the engine's charging efficiency can be lower. Therefore, during the charging process, the vehicle can also continuously update the target charging level based on the real-time power level of the power battery, and further update the target operating parameters based on the updated target charging level, and finally control the engine to operate with the updated target operating parameters. In addition, in another way, when the power level is in the second preset range, the preset operating parameters can also be used to charge the power battery. The above process can ensure that during the power battery charging process, by monitoring the real-time power level, the charging level and charging strategy are intelligently adjusted to provide different charging efficiencies.

[0177] Finally, during the power battery charging process, if the VCU detects that the real-time power level is equal to the preset power level, or the VCU detects human intervention, such as turning off the engine, braking, stepping on the accelerator, unlocking the parking space, or the VCU receives a vehicle alarm prompt message, the power battery charging process can be terminated.

[0178] In order to facilitate understanding of a vehicle charging method provided in an embodiment of the present application, the entire process of vehicle charging in an embodiment of the present application is described in detail below with reference to FIG5 .

[0179] FIG5 is a schematic flowchart of another vehicle charging method provided in an embodiment of the present application.

[0180] Exemplarily, as shown in FIG5 , the method 500 includes:

[0181] 501. When the remaining power of the power battery is less than a preset power, obtain the operating status of the vehicle.

[0182] According to different operating states, when the operating state is a driving state, steps 502 to 505 are executed; when the operating state is a parking state, steps 507 to 513 are executed.

[0183] 502, obtain the engine speed and transmission gear position.

[0184] 503 , determining whether the remaining power is within a third preset range.

[0185] When the remaining power is not within the third preset range, that is, the remaining power is within the first preset range or the second preset range, execute 504;

[0186] When the remaining power is within the third preset range, execute 505 .

[0187] 504 : Determine a target charging torque according to the rotational speed and the first mapping relationship.

[0188] 505 , determining whether the transmission gear position is less than or equal to a preset gear position.

[0189] When the gear position of the transmission is less than or equal to the preset gear position, execute 506;

[0190] When the transmission gear is greater than the preset gear, the process returns to 504 .

[0191] 506 : Determine the target charging torque according to the rotational speed and the corrected first mapping relationship.

[0192] 502-506 have the same inventive concept as the process of determining the target working parameters in the driving state in method 200. Please refer to 202 for details and will not be repeated here.

[0193] 507 , determining whether the remaining power is within a second preset range.

[0194] When the remaining power is within the second preset range, execute 508;

[0195] When the remaining power is not within the second preset range, steps 509 to 513 are executed.

[0196] 508. Determine the target operating parameter as the preset operating parameter.

[0197] 509, determine the target charging mode.

[0198] When the target charging mode is the manual charging mode, execute 510-511;

[0199] When the target charging mode is the automatic charging mode, execute 512 .

[0200] 510. Display a charging configuration interface based on the remaining power. The charging configuration interface includes a charging level configuration area.

[0201] 511 , in response to the configuration operation in the charging level configuration area, determining a target charging level.

[0202] 512 , determining a target charging level according to the remaining power and the correspondence between the multiple charging levels and the multiple power ranges.

[0203] 513 , determining a target operating parameter from the multiple operating parameters according to the target charging level and the correspondence between the multiple charging levels and the multiple operating parameters.

[0204] 502-506 have the same inventive concept as the process of determining the target operating parameters in the parking state in method 200. For details, please refer to 202 and will not be repeated here.

[0205] 514, controlling the engine to operate at target operating parameters.

[0206] 514 has the same inventive concept as 203 in method 200. For details, please refer to 203 and will not be repeated here.

[0207] FIG6 is a schematic structural diagram of a vehicle charging device provided in an embodiment of the present application.

[0208] Exemplarily, as shown in FIG6 , the apparatus 600 includes:

[0209] An acquisition module 601 is configured to acquire a vehicle operating status when the remaining power of the vehicle's power battery is less than a preset power level, where the operating status indicates whether the vehicle is traveling.

[0210] A determination module 602 is configured to determine target operating parameters of the vehicle engine based on the operating state and the remaining power, the target operating parameters being operating parameters of the engine when charging the power battery;

[0211] The control module 603 is configured to control the engine to operate at the target operating parameters to charge the power battery.

[0212] In one possible implementation, the operating state includes a driving state and a parking state, and the determination module 602 is specifically used to: when the operating state is the driving state, obtain the operating parameters of the vehicle, and the operating parameters are used to represent the operating state of the vehicle components; determine the target operating parameters based on the operating parameters and the remaining power; when the operating state is the parking state, determine the target operating parameters based on the remaining power.

[0213] In one possible implementation, the operating parameters include the engine speed and the transmission gear, and the target operating parameters include the target charging torque, which is used to represent the torque when the engine charges the power battery. The determination module 602 is also used to: when the remaining power is in the first preset interval or the second preset interval, determine the target charging torque according to the speed and the first mapping relationship, the maximum value of the first preset interval is less than the minimum value of the second preset interval, and the first mapping relationship is used to represent the correspondence between multiple speeds and multiple first charging torques; when the remaining power is in the third preset interval, determine the target charging torque according to the speed and the transmission gear, the maximum value of the third preset interval is less than the minimum value of the second preset interval, and the minimum value of the third preset interval is greater than the maximum value of the first preset interval.

[0214] In one possible implementation, the determination module 602 is also used to: when the transmission gear is less than or equal to the preset gear, determine the target charging torque based on the speed and the corrected first mapping relationship, the corrected first mapping relationship is used to represent the correspondence between the multiple speeds and the multiple corrected first charging torques, the engine corresponds to multiple first pressure increase rates when running at the multiple corrected first charging torques, the engine corresponds to multiple second pressure increase rates when running at the multiple first charging torques, and the multiple first pressure increase rates are all less than or equal to the multiple second pressure increase rates; when the transmission gear is greater than the preset gear, determine the target charging torque based on the speed and the first mapping relationship.

[0215] In one possible implementation, the determination module 602 is further used to: when the remaining power is within a second preset interval, determine the target operating parameter as the preset operating parameter; when the remaining power is not within the second preset interval, determine the target charging level corresponding to the remaining power, and the target charging level is used to indicate the speed of charging of the power battery; and determine the target operating parameter from the multiple operating parameters based on the target charging level and the correspondence between multiple charging levels and multiple operating parameters.

[0216] In one possible implementation, the determination module 602 is also used to: obtain a target charging mode of the power battery, which target charging mode includes a manual charging mode or an automatic charging mode; when the target charging mode is the automatic charging mode, determine the target charging level based on the remaining power and the correspondence between multiple power intervals and the multiple charging levels; when the target charging mode is the manual charging mode, display a charging configuration interface based on the remaining power, which charging configuration interface includes a charging level configuration area; and determine the target charging level in response to the configuration operation on the charging level configuration area.

[0217] In one possible implementation, when the target charging mode is the automatic charging mode, after controlling the engine to operate with the target operating parameters, the device also includes: an updating module, which is used to update the target operating parameters to the preset operating parameters during the power battery charging process, when the real-time power level of the power battery is in the second preset interval, and control the engine to operate with the preset operating parameters; or, during the power battery charging process, update the target charging level according to the interval corresponding to the real-time power level; determine the updated target operating parameters from the multiple operating parameters according to the updated target charging level and the correspondence between the multiple charging levels and the multiple operating parameters, and control the engine to operate with the updated target operating parameters.

[0218] FIG7 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0219] Exemplarily, as shown in FIG7 , the vehicle 700 includes: a memory 701 and a processor 702 , wherein the memory 701 stores an executable program code 7011 , and the processor 702 is configured to call and execute the executable program code 7011 to perform a vehicle charging method.

[0220] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle charging method provided in an embodiment of the present application.

[0221] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0222] In the case of dividing each functional module into corresponding functional modules, the device may further include an acquisition module, a determination module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0223] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle charging method, and thus can achieve the same effect as the above-mentioned implementation method.

[0224] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0225] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the present disclosure. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0226] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle charging method provided in the above embodiment.

[0227] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle charging method provided in the above embodiment.

[0228] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement the vehicle charging method provided in the above embodiment.

[0229] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0230] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0231] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0232] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for charging a vehicle, characterized in that: The method comprises: When the remaining power of the vehicle's power battery is less than a preset power, obtaining the vehicle's operating status, the operating status being used to indicate whether the vehicle is traveling; determining target operating parameters of the vehicle engine according to the operating state and the remaining power, the target operating parameters being operating parameters of the engine when charging the power battery; The engine is controlled to operate at the target operating parameters to charge the power battery.

2. The method according to claim 1, characterized in that The operating state includes a driving state and a parking state, and determining the target operating parameter of the vehicle engine according to the operating state and the remaining power includes: When the operating state is the driving state, obtaining operating parameters of the vehicle, the operating parameters being used to represent the operating states of the vehicle components; and determining the target operating parameters based on the operating parameters and the remaining power; When the operating state is the parking state, the target operating parameter is determined according to the remaining power.

3. The method according to claim 2, characterized in that The operating parameters include the engine speed and the gear position of the transmission, the target operating parameters include a target charging torque, and the target charging torque is used to represent the torque when the engine charges the power battery. Determining the target operating parameters based on the operating parameters and the remaining power includes: When the remaining power is within a first preset range or a second preset range, the target charging torque is determined according to the speed and a first mapping relationship, wherein a maximum value of the first preset range is less than a minimum value of the second preset range, and the first mapping relationship is used to represent a correspondence between a plurality of speeds and a plurality of first charging torques; When the remaining power is in a third preset interval, the target charging torque is determined according to the speed and the transmission gear, the maximum value of the third preset interval is less than the minimum value of the second preset interval, and the minimum value of the third preset interval is greater than the maximum value of the first preset interval.

4. The method according to claim 3, characterized in that The determining the target charging torque according to the rotational speed and the gear position of the transmission includes: When the transmission gear is less than or equal to a preset gear, the target charging torque is determined based on the speed and the revised first mapping relationship, the revised first mapping relationship being used to represent a correspondence between the multiple speeds and the multiple revised first charging torques, the engine corresponding to multiple first pressure increase rates when operating at the multiple revised first charging torques, and the engine corresponding to multiple second pressure increase rates when operating at the multiple first charging torques, and the multiple first pressure increase rates are all less than or equal to the multiple second pressure increase rates; When the transmission gear is greater than the preset gear, the target charging torque is determined according to the rotational speed and the first mapping relationship.

5. The method according to claim 4, characterized in that The process of determining the plurality of corrected first charging torques includes: For any first charging torque among the plurality of first charging torques, controlling the first charging torque to remain unchanged in correspondence with the driving torque of the engine; The throttle opening of the vehicle is controlled to be a preset throttle opening, and a torque sweep experiment is performed on the vehicle with the first charging torque as an input parameter, and the charging torque corresponding to the minimum pressure rise rate is determined as the corrected first charging torque corresponding to the driving torque.

6. The method according to claim 2, characterized in that Before determining the target operating parameter according to the remaining power, the method further includes: Obtaining a duration during which the vehicle is in the parking state; And, determining the target operating parameter according to the remaining power includes: When the vehicle is in the parking state for a period longer than a preset period, the target operating parameter is determined according to the remaining power.

7. The method according to claim 6, characterized in that The determining the target operating parameter according to the remaining power includes: When the remaining power is within a second preset range, determining the target operating parameter to be a preset operating parameter; When the remaining power is not within the second preset range, a target charging level corresponding to the remaining power is determined, where the target charging level is used to indicate how fast the power battery is charged. The target operating parameters are determined from the multiple operating parameters based on the target charging level and the correspondence between multiple charging levels and multiple operating parameters.

8. The method according to claim 7, characterized in that The preset operating parameters include a preset speed of the engine, a preset power of the engine, and a preset total output torque of the engine.

9. The method according to claim 7, characterized in that The determining the target charging level corresponding to the remaining power includes: Acquiring a target charging mode of the power battery, where the target charging mode includes a manual charging mode or an automatic charging mode; When the target charging mode is the automatic charging mode, determining the target charging level according to the remaining power and a correspondence between a plurality of power intervals and the plurality of charging levels; When the target charging mode is the manual charging mode, a charging configuration interface is displayed based on the remaining power, the charging configuration interface including a charging level configuration area; and the target charging level is determined in response to a configuration operation on the charging level configuration area.

10. The method according to claim 9, characterized in that When the target charging mode is the automatic charging mode, after controlling the engine to operate at the target operating parameters, the method further includes: During the charging process of the power battery, updating the target operating parameter according to the real-time power level of the power battery; The engine is controlled to operate with the updated target operating parameters.

11. The method according to claim 10, characterized in that The updating of the target operating parameters according to the real-time power level of the power battery includes: When the real-time power level of the power battery is within the second preset range, updating the target operating parameter to the preset operating parameter; or During the power battery charging process, the target charging level is updated according to the interval corresponding to the real-time power level; and the updated target operating parameters are determined from the multiple operating parameters based on the updated target charging level and the correspondence between the multiple charging levels and the multiple operating parameters.

12. The method according to claim 1, characterized in that The method further comprises: During the charging process of the power battery, if it is detected that the real-time power level of the power battery is equal to the preset power level, or if a preset intervention operation on the vehicle is detected, or if a vehicle alarm prompt message is detected, the power battery is controlled to stop charging, and the preset intervention operation includes an engine shutdown operation, a brake pedal operation, an accelerator pedal operation, or an unlocked parking operation.

13. A vehicle charging device, characterized in that: The device comprises: an acquisition module, configured to acquire a running state of the vehicle when the remaining power of the vehicle's power battery is less than a preset power, the running state being used to indicate whether the vehicle is traveling; a determination module, configured to determine target operating parameters of the vehicle engine according to the operating state and the remaining power, the target operating parameters being operating parameters of the engine when charging the power battery; A control module is used to control the engine to operate at the target operating parameters to charge the power battery.

14. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 12.

15. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 12 is implemented.

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