Control method and apparatus for hybrid electric vehicle, hybrid electric vehicle, and storage medium

Abstract

A control method and apparatus (500) for a hybrid electric vehicle, a hybrid electric vehicle, and a storage medium. The control method comprises: acquiring operation parameters of a hybrid electric vehicle; on the basis of the operation parameters of the hybrid electric vehicle, determining whether the hybrid electric vehicle meets a driving mode switching condition; when it is determined that the hybrid electric vehicle meets the driving mode switching condition, on the basis of the operation parameters of the hybrid electric vehicle, calculating the operation efficiency of a pure electric driving mode and the operation efficiency of an engine direct driving mode; and on the basis of a current driving mode of the hybrid electric vehicle, the operation efficiency of the pure electric driving mode, and the operation efficiency of the engine direct driving mode, determining a driving mode adjusting strategy of the hybrid electric vehicle.

Description

Hybrid vehicle control method and device, hybrid vehicle, and storage medium Technical Field

[0001] The present disclosure relates to the field of hybrid vehicle control, and in particular to a hybrid vehicle control method and device, a hybrid vehicle, and a storage medium. Background Art

[0002] Hybrid electric vehicles (HEVs), combining the advantages of both fuel-powered and pure electric vehicles, have become the vehicle type with the greatest industrial and market potential. HEVs offer multiple driving modes. Because the cost of electricity for a 100km distance is lower than that of fuel, HEVs prioritize pure electric driving mode by default. The engine only intervenes when the remaining power battery capacity (State of Charge, SOC) drops below a preset lower limit, entering electric balancing mode. However, for driving scenarios with fixed routes and inability to replenish power in a timely manner, improving the overall range of HEVs and mitigating the reduction in overall range caused by pure electric driving at high speeds has become a pressing issue. Summary of the Invention

[0003] In view of this, embodiments of the present disclosure provide a control method and device for a hybrid vehicle, a hybrid vehicle, and a storage medium to solve at least one problem in the prior art.

[0004] To achieve the above objectives, the technical solution of the embodiment of the present disclosure is implemented as follows:

[0005] In a first aspect, an embodiment of the present disclosure provides a control method for a hybrid vehicle, comprising:

[0006] Obtaining the operating parameters of the hybrid vehicle;

[0007] determining, based on operating parameters of the hybrid vehicle, whether the hybrid vehicle satisfies a driving mode switching condition;

[0008] When it is determined that the hybrid vehicle meets the driving mode switching condition, calculating the operating efficiency of the pure electric driving mode and the operating efficiency of the engine direct driving mode based on the operating parameters of the hybrid vehicle;

[0009] A driving mode adjustment strategy for the hybrid vehicle is determined based on the current driving mode of the hybrid vehicle, the operating efficiency of the pure electric driving mode, and the operating efficiency of the engine direct driving mode.

[0010] In an optional embodiment, the hybrid vehicle includes: a drive motor, a power battery, and an engine; and calculating the operating efficiency of the pure electric drive mode and the operating efficiency of the engine direct drive mode based on the operating parameters of the hybrid vehicle includes:

[0011] calculating a driving efficiency of the driving motor based on operating parameters of the hybrid vehicle;

[0012] Calculating the discharge efficiency of the power battery based on the operating parameters of the hybrid vehicle and the driving efficiency of the drive motor;

[0013] Multiplying the driving efficiency of the driving motor and the discharge efficiency of the power battery to obtain the operating efficiency of the pure electric driving mode;

[0014] calculating the fuel efficiency of the engine based on operating parameters of the hybrid vehicle;

[0015] calculating the ignition efficiency of the engine based on operating parameters of the hybrid vehicle;

[0016] The fuel efficiency of the engine and the ignition efficiency are multiplied to obtain the operating efficiency of the engine in the direct drive mode.

[0017] In an optional embodiment, the hybrid vehicle further includes: a wheel drive shaft; the operating parameters of the hybrid vehicle include: vehicle speed, accelerator pedal opening, and bus voltage; and calculating the driving efficiency of the drive motor based on the operating parameters of the hybrid vehicle includes:

[0018] querying an accelerator pedal MAP table to obtain a wheel torque corresponding to the vehicle speed and the accelerator pedal opening;

[0019] Calculating the rotational speed of the drive motor according to the vehicle speed, a first speed ratio, and a tire diameter of the hybrid vehicle; wherein the first speed ratio is a speed ratio between the drive motor and a wheel drive shaft;

[0020] Calculating the torque of the drive motor according to the wheel torque and the first speed ratio;

[0021] querying a first driving efficiency MAP table of the driving motor corresponding to a first calibration voltage to obtain a first driving efficiency corresponding to a rotational speed of the driving motor and a torque of the driving motor;

[0022] querying a second driving efficiency MAP table of the driving motor corresponding to a second calibration voltage to obtain a second driving efficiency corresponding to a rotational speed of the driving motor and a torque of the driving motor;

[0023] The first driving efficiency and the second driving efficiency are linearly interpolated according to the bus voltage to obtain the driving efficiency of the driving motor.

[0024] In an optional embodiment, the calculating the discharge efficiency of the power battery based on the operating parameters of the hybrid vehicle and the driving efficiency of the drive motor includes:

[0025] Calculating the required power of the drive motor according to the rotation speed of the drive motor, the torque of the drive motor and the driving efficiency of the drive motor;

[0026] Calculating the discharge current of the power battery according to the required power of the drive motor and the bus voltage;

[0027] Calculating the discharge power loss of the power battery according to the discharge current of the power battery and the internal resistance of the power battery;

[0028] The discharge efficiency of the power battery is calculated according to the required power and the discharge loss power of the power battery.

[0029] In an optional embodiment, the calculating the fuel efficiency of the engine based on the operating parameters of the hybrid vehicle includes:

[0030] Calculating the engine speed according to the vehicle speed, a second speed ratio and the tire diameter; the second speed ratio being the speed ratio between the engine and the wheel drive shaft;

[0031] Calculating the engine torque according to the wheel torque and the second speed ratio;

[0032] querying a specific fuel consumption MAP table of the engine to obtain a specific fuel consumption value corresponding to the engine speed and the engine torque;

[0033] The fuel efficiency of the engine is calculated according to the specific fuel consumption value and the optimal specific fuel consumption value in the specific fuel consumption MAP table.

[0034] In an optional embodiment, the operating parameters of the hybrid vehicle further include: an actual ignition angle retreat angle; and calculating the ignition efficiency of the engine based on the operating parameters of the hybrid vehicle includes:

[0035] querying a relationship curve between an ignition angle setback and an ignition efficiency to obtain a first ignition efficiency corresponding to the actual ignition angle setback;

[0036] The ignition efficiency of the engine is calculated based on the first ignition efficiency and a second ignition efficiency measured in a bench test.

[0037] In an optional embodiment, the operating parameters of the hybrid vehicle further include: the remaining power of the power battery; and determining whether the hybrid vehicle meets the driving mode switching condition includes:

[0038] determining whether the hybrid vehicle is in a high-voltage driving state, and determining whether the remaining power of the power battery is within a preset range;

[0039] When the hybrid vehicle is in the driving high-voltage state and the remaining power of the power battery is within the preset range, determining whether the hybrid vehicle is in a fuel priority mode;

[0040] When the hybrid vehicle is in the fuel priority mode, determining whether the speed of the hybrid vehicle is higher than a preset speed;

[0041] When the vehicle speed of the hybrid vehicle is higher than the preset vehicle speed, it is determined that the hybrid vehicle meets the driving mode switching condition.

[0042] In an optional embodiment, determining the driving mode adjustment strategy of the hybrid vehicle based on the current driving mode of the hybrid vehicle, the operating efficiency of the pure electric driving mode, and the operating efficiency of the engine direct drive mode includes:

[0043] calculating a ratio of the operating efficiency of the engine direct drive mode to the operating efficiency of the pure electric drive mode;

[0044] When the current driving mode of the hybrid vehicle is the pure electric driving mode, the ratio is compared with a first preset ratio, and when the ratio is greater than the first preset ratio and the duration exceeds a first preset time, it is determined that the driving mode of the hybrid vehicle is switched from the pure electric driving mode to the engine direct driving mode; the first preset ratio is greater than 1;

[0045] When the current driving mode of the hybrid vehicle is the engine direct drive mode, the ratio is compared with a second preset ratio. When the ratio is less than the second preset ratio and the duration exceeds a second preset time, it is determined that the driving mode of the hybrid vehicle is switched from the engine direct drive mode to the pure electric drive mode; the second preset ratio is less than 1.

[0046] In an optional embodiment, the hybrid vehicle further comprises: a direct drive clutch located between the engine and a wheel drive shaft of the hybrid vehicle; and the control method of the hybrid vehicle further comprises:

[0047] When it is determined that the driving mode of the hybrid vehicle is switched from the pure electric driving mode to the engine direct driving mode, starting the engine and engaging the direct driving clutch;

[0048] When it is determined that the driving mode of the hybrid vehicle is switched from the engine direct drive mode to the pure electric drive mode, the engine is shut down and the direct drive clutch is disengaged.

[0049] In a second aspect, an embodiment of the present disclosure provides a control device for a hybrid vehicle, comprising:

[0050] The acquisition module is configured to: acquire operating parameters of the hybrid vehicle;

[0051] A first determining module is configured to: determine whether the hybrid vehicle meets a driving mode switching condition based on an operating parameter of the hybrid vehicle;

[0052] an operating efficiency calculation module configured to: calculate the operating efficiency of the pure electric drive mode and the operating efficiency of the engine direct drive mode based on the operating parameters of the hybrid vehicle when it is determined that the hybrid vehicle meets the driving mode switching condition;

[0053] The second determination module is configured to determine a driving mode adjustment strategy for the hybrid vehicle based on the current driving mode of the hybrid vehicle, the operating efficiency of the pure electric driving mode, and the operating efficiency of the engine direct drive mode.

[0054] In a third aspect, an embodiment of the present disclosure provides a hybrid vehicle, comprising: a memory, a processor, and a program stored in the memory, wherein when the processor executes the program, the control method of the hybrid vehicle described in any of the above embodiments is implemented.

[0055] In a fourth aspect, an embodiment of the present disclosure provides a storage medium, wherein a program is stored on the readable storage medium, and when a processor executes the program, the control method of the hybrid vehicle described in any of the above embodiments is implemented.

[0056] In the technical solution provided in the present disclosure, whether the hybrid vehicle meets the driving mode switching conditions is determined based on the current operating parameters of the hybrid vehicle. When the hybrid vehicle meets the driving mode switching conditions, the operating efficiency of the engine direct drive mode and the operating efficiency of the pure electric drive mode are calculated based on the operating parameters of the hybrid vehicle. Based on the current driving mode of the hybrid vehicle and the ratio of the operating efficiency of the engine direct drive mode to the operating efficiency of the pure electric drive mode, the adjustment strategy of the hybrid vehicle driving mode is determined. In this way, the driving mode of the hybrid vehicle can be switched to a driving mode with higher operating efficiency in a timely manner, thereby improving the comprehensive cruising range of the hybrid vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] FIG1 is a flow chart of a control method for a hybrid vehicle according to an embodiment of the present disclosure;

[0058] FIG2 is a second flow chart of a control method for a hybrid vehicle according to an embodiment of the present disclosure;

[0059] FIG3 is a third flow chart of a control method for a hybrid vehicle according to an embodiment of the present disclosure;

[0060] FIG4 is a fourth flow chart of a control method for a hybrid vehicle provided by an embodiment of the present disclosure;

[0061] FIG5 is a fifth flow chart of a method for controlling a hybrid vehicle according to an embodiment of the present disclosure;

[0062] FIG6 is a sixth flow chart of a method for controlling a hybrid vehicle according to an embodiment of the present disclosure;

[0063] FIG7 is a specific fuel consumption MAP table provided in an embodiment of the present disclosure;

[0064] FIG8 is a seventh flow chart of a method for controlling a hybrid vehicle according to an embodiment of the present disclosure;

[0065] FIG9 is a relationship curve between the ignition angle retreat angle and the ignition efficiency according to an embodiment of the present disclosure;

[0066] FIG10 is a flowchart diagram eight of a hybrid vehicle control method according to an embodiment of the present disclosure;

[0067] FIG11 is a schematic diagram showing the composition of a control device for a hybrid vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0068] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the specific embodiments described herein. Instead, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0069] In the following description, numerous specific details are provided to provide a more thorough understanding of the present disclosure. However, it will be apparent to those skilled in the art that the present disclosure can be practiced without one or more of these details. In other instances, certain technical features known in the art are not described to avoid confusion with the present disclosure; that is, all features of actual embodiments are not described herein, nor are well-known functions and structures described in detail.

[0070] In the drawings, like reference numerals refer to like elements throughout.

[0071] It should be understood that spatially relative terms such as "below," "beneath," "below," "under," "above," "above," etc., may be used herein for convenience of description to describe the relationship of one element or feature shown in the figures to other elements or features. It should be understood that in addition to the orientations shown in the figures, the spatially relative terms are intended to also include different orientations of the device in use and operation. For example, if the device in the drawings is turned over, then the elements or features described as "below" or "beneath" or "beneath" the other elements will be oriented "above" the other elements or features. Thus, the exemplary terms "below" and "under" can include both the above and below orientations. The device can be oriented otherwise (rotated 90 degrees or in other orientations) and the spatial descriptive terms used herein should be interpreted accordingly.

[0072] The purpose of the terms used herein is only to describe specific embodiments and is not intended to limit the present disclosure. When used herein, the singular forms "a", "an", and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "comprising" and / or "comprising", when used in this specification, determine the presence of the features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts and / or groups. When used herein, the term "and / or" includes any and all combinations of the relevant listed items.

[0073] Hybrid vehicles, combining the advantages of both gasoline and pure electric vehicles, have become the most promising models for industrialization and marketization. Hybrid vehicles offer multiple driving modes. Because the cost of electricity for a 100km journey is lower than that of fuel, hybrid vehicles prioritize pure electric drive mode by default. The engine only intervenes when the remaining charge in the power battery drops below a preset lower limit, entering electric balancing mode. However, for driving scenarios with fixed routes and inability to replenish power in a timely manner, improving the comprehensive range of hybrid vehicles and addressing the reduced range caused by pure electric drive mode at high speeds have become pressing challenges.

[0074] In some embodiments, to improve the overall range of hybrid vehicles, without considering the price of fuel and electricity, hybrid vehicles are equipped with a fuel priority mode that the driver can select. In fuel priority mode, even when the power battery has sufficient remaining charge, the hybrid vehicle can still start the engine when the hybrid vehicle is in suitable operating conditions. In particular, under high-speed operating conditions, the engine direct drive mode is allowed. By closing the direct drive clutch of the hybrid transmission, the engine and transmission are directly connected, and the engine output torque can be directly transmitted to the wheels. This improves fuel utilization while avoiding the increased power loss of the power battery caused by using the pure electric drive mode under high-speed conditions, thereby improving the overall range of the hybrid vehicle.

[0075] Because actual operating conditions are complex, it is necessary to use a reasonable method to determine the timing of driving mode switching in order to fully utilize the advantages of fuel priority mode in improving the comprehensive range of hybrid vehicles. To this end, the present disclosure proposes the following implementation methods.

[0076] The present disclosure provides a control method for a hybrid vehicle. FIG1 is a flow chart of the control method for a hybrid vehicle provided by an embodiment of the present disclosure. As shown in FIG1 , the control method for a hybrid vehicle includes the following steps:

[0077] Step S10: obtaining operating parameters of the hybrid vehicle;

[0078] Step S20: determining whether the hybrid vehicle meets a driving mode switching condition based on the operating parameters of the hybrid vehicle;

[0079] Step S30: When it is determined that the hybrid vehicle meets the driving mode switching condition, calculating the operating efficiency of the pure electric driving mode and the operating efficiency of the engine direct driving mode based on the operating parameters of the hybrid vehicle;

[0080] Step S40: Determining a driving mode adjustment strategy for the hybrid vehicle based on the current driving mode of the hybrid vehicle, the operating efficiency of the pure electric driving mode, and the operating efficiency of the engine direct drive mode.

[0081] In an embodiment of the present disclosure, a hybrid vehicle may include: a vehicle control unit (VCU), an electronic stability control system (ESC), a drive motor, a motor control unit (MCU) coupled to the drive motor, an engine, an engine control unit (ECU) coupled to the engine, a generator, a generator control unit (GCU) coupled to the generator, a power battery, a battery management system (BMS) coupled to the power battery, a wheel drive shaft, a direct drive clutch located between the engine and the wheel drive shaft, etc. The VCU may be configured to execute the control method for the hybrid vehicle provided in an embodiment of the present disclosure.

[0082] In some embodiments, the specific process of executing step S10 may include: obtaining hybrid vehicle operating parameters such as the remaining power of the power battery, the speed of the hybrid vehicle, the accelerator pedal opening, the bus voltage, and the actual ignition angle retreat angle.

[0083] In some embodiments, the specific process of executing step S20 may include: determining whether the hybrid vehicle is in a high-voltage driving state, and determining whether the remaining power of the power battery is within a preset range; when the hybrid vehicle is in a high-voltage driving state and the remaining power of the power battery is within a preset range, determining whether the hybrid vehicle is in a fuel priority mode; when the hybrid vehicle is in the fuel priority mode, determining whether the speed of the hybrid vehicle is higher than a preset speed; when the speed of the hybrid vehicle is higher than the preset speed, determining that the hybrid vehicle meets the driving mode switching condition.

[0084] In some embodiments, FIG2 is a flowchart of executing step S10 and step S20. Referring to FIG1 and FIG2 , the specific process of executing step S10 and step S20 may include: step S101, obtaining the SOC of the power battery from the BMS and obtaining the internal state of the VCU; step S201, determining whether the hybrid vehicle is in a high-voltage driving state and determining whether the SOC of the power battery is within a preset range. Here, the preset range is [25%, 85%] as an example; step S102, obtaining the fuel priority signal MP5_b_Fuel_Prio from the vehicle-mounted MP5; step S202, determining the fuel priority signal MP Whether 5_b_Fuel_Prio is set to 1. Here, the fuel priority signal MP5_b_Fuel_Prio being 1 indicates that the driver has selected the fuel priority mode. Step S103: Obtain the vehicle speed ESC_v_spd of the hybrid vehicle from the ESC. Step S203: Determine whether the vehicle speed ESC_v_spd of the hybrid vehicle is higher than a preset speed. Here, the preset speed is 70 km / h as an example. Step S204: If the vehicle speed of the hybrid vehicle is higher than the preset speed, determine whether the hybrid vehicle meets the driving mode switching condition.

[0085] In the disclosed embodiment, when the SOC of the power battery is within a preset range, the driver selects the fuel mode, and the vehicle speed exceeds a preset speed, the hybrid vehicle satisfies the drive mode switching conditions, i.e., the hybrid vehicle meets the basic conditions for adopting the engine direct drive mode. At this time, it is necessary to further determine the timing of the drive mode switching to more accurately determine the timing of engine intervention based on the current driving state of the hybrid vehicle, thereby achieving the effect of improving the comprehensive cruising range of the hybrid vehicle.

[0086] In some embodiments, FIG3 is a flowchart illustrating the execution of step S30. Referring to FIG1 and FIG3 , the specific process of executing step S30 may include: step S301, querying the accelerator pedal MAP table to obtain the wheel torque corresponding to the vehicle speed and accelerator pedal opening; step S302, calculating the driving efficiency of the drive motor based on the operating parameters of the hybrid vehicle; step S303, calculating the discharge efficiency of the power battery based on the operating parameters of the hybrid vehicle and the driving efficiency of the drive motor; step S304, multiplying the driving efficiency of the drive motor and the discharge efficiency of the power battery to obtain the operating efficiency of the pure electric drive mode; step S305, calculating the fuel efficiency of the engine based on the operating parameters of the hybrid vehicle; step S306, calculating the ignition efficiency of the engine based on the operating parameters of the hybrid vehicle; and step S307, multiplying the fuel efficiency of the engine and the ignition efficiency to obtain the operating efficiency of the engine in the direct drive mode.

[0087] In some specific examples, the specific process of executing step S301 may include: querying the accelerator pedal MAP table according to the vehicle speed ESC_v_spd and the accelerator pedal opening to obtain the wheel torque VCM_m_torq corresponding to the vehicle speed ESC_v_spd and the accelerator pedal opening.

[0088] It should be noted that, in the embodiment of the present disclosure, the accelerator pedal MAP table includes the corresponding relationship between vehicle speed, accelerator pedal opening and wheel-side torque. By querying the accelerator pedal MAP table based on the known vehicle speed and accelerator pedal opening, the corresponding wheel-side torque can be obtained. The accelerator pedal MAP table can be generated during the test phase of the hybrid vehicle and corrected during the working phase of the hybrid vehicle.

[0089] In some embodiments, FIG4 is a flow chart of executing step S302. Referring to FIG3 and FIG4 , the driving efficiency of the drive motor is calculated based on the operating parameters of the hybrid vehicle, including: step S3021, calculating the speed MCU_n_spd of the drive motor according to the vehicle speed ESC_v_spd, the first speed ratio G1 and the tire diameter D of the hybrid vehicle; the first speed ratio G1 is the speed ratio between the drive motor and the wheel drive shaft; step S3022, calculating the torque MCU_m_torq of the drive motor according to the wheel torque VCM_m_torq and the first speed ratio G1; step S3023, querying the torque of the drive motor corresponding to the first calibration voltage U1 The first driving efficiency MAP table is used to obtain the first driving efficiency q1 corresponding to the speed MCU_n_spd of the driving motor and the torque MCU_m_torq of the driving motor; the second driving efficiency MAP table of the driving motor corresponding to the second calibration voltage U2 is queried to obtain the second driving efficiency q2 corresponding to the speed MCU_n_spd of the driving motor and the torque MCU_m_torq of the driving motor; in step S2034, the first driving efficiency q1 and the second driving efficiency q2 are linearly interpolated according to the bus voltage U to obtain the driving efficiency q3 of the driving motor.

[0090] It should be noted that in the disclosed embodiment, the drive motor's drive efficiency MAP table includes the correspondence between the drive motor's speed, the drive motor's torque, and the drive efficiency. The corresponding drive efficiency can be obtained by querying the drive efficiency MAP table based on the known drive motor speed and torque. Each drive efficiency MAP table corresponds to a bus voltage. During the hybrid vehicle's testing phase, multiple drive efficiency MAP tables can be generated based on multiple different calibration voltages. During the hybrid vehicle's operating phase, two adjacent drive efficiency MAP tables can be queried based on the current drive motor speed and torque. The two queried drive efficiencies are linearly interpolated based on the current bus voltage to calculate the current drive efficiency.

[0091] In some specific examples, the speed MCU_n_spd of the drive motor can be calculated according to the following formula (1).

[0092] MCU_n_spd=ESC_v_spd·1000·G1 / 60π·D(1)

[0093] In formula (1), the unit of tire diameter D is meter (m), the unit of drive motor speed MCU_n_spd is revolutions per minute (r / min), and the unit of vehicle speed ESC_v_spd is kilometers per hour (km / h).

[0094] In some specific examples, the torque MCU_m_torq of the drive motor can be calculated according to the following formula (2).

[0095] MCU_m_torq=VCM_m_torq / G1(2)

[0096] In formula (2), the units of the wheel torque VCM_m_torq and the drive motor torque MCU_m_torq are both Newton meters (Nm).

[0097] In some specific examples, the first driving efficiency q1 and the second driving efficiency q2 may be linearly interpolated according to the bus voltage U based on the following formulas (3) and (4).

[0098] q3=a·q1+(1-a)·q2(3)

[0099] a=(U-U2) / (U1-U2)(4)

[0100] Here, the first calibration voltage U1 and the second calibration voltage U2 may be two adjacent calibration voltages, wherein the first calibration voltage U1 is higher than the bus voltage U, and the second calibration voltage U2 is lower than the bus voltage U.

[0101] In some embodiments, FIG5 is a schematic diagram of a flow chart for executing step S303. Referring to FIG3 and FIG5 , calculating the discharge efficiency of the power battery based on the operating parameters of the hybrid vehicle and the drive efficiency of the drive motor includes: step S3031, calculating the required power BMS_p_out of the drive motor based on the speed MCU_n_spd of the drive motor, the torque MCU_m_torq of the drive motor, and the drive efficiency q3 of the drive motor; step S3032, calculating the discharge current BMS_I_target of the power battery based on the required power BMS_p_out of the drive motor and the bus voltage U; step S3033, calculating the discharge loss power BMS_p_loss of the power battery based on the discharge current BMS_I_target of the power battery and the internal resistance BMS_R_intel of the power battery; and step S3034, calculating the discharge efficiency of the power battery based on the required power BMS_p_out and the discharge loss power BMS_p_loss of the power battery.

[0102] In some specific examples, the required power BMS_p_out of the driving motor can be calculated according to the following formula (5).

[0103] BMS_p_out=MCU_n_spd·MCU_m_torq / 9550 / q3(5)

[0104] In formula (5), the unit of required power BMS_p_out is kilowatt (kW), the unit of speed of the drive motor MCU_n_spd is revolutions per minute (r / min), and the unit of torque of the drive motor MCU_m_torq is Newton meter (Nm).

[0105] In some specific examples, the discharge current BMS_I_target of the power battery can be calculated according to the following formula (6).

[0106] BMS_I_target=BMS_p_out / U(6)

[0107] In formula (6), the unit of the discharge current BMS_I_target is milliampere (mA), and the unit of the bus voltage U is volt (V).

[0108] In some specific examples, the discharge loss power BMS_p_loss of the power battery can be calculated according to the following formula (7).

[0109] BMS_p_loss=1000·BMS_I_target·BMS_I_target·BMS_R_intel(7)

[0110] In formula (7), the unit of discharge loss power BMS_p_loss is kilowatt (kW), the unit of discharge current BMS_I_target is milliampere (mA), and the unit of internal resistance of the power battery BMS_R_intel is ohm (Ω).

[0111] In the embodiment of the present disclosure, the discharge loss of the power battery only considers the heat power caused by the internal resistance of the power battery.

[0112] In some specific examples, the discharge efficiency q4 of the power battery can be calculated according to the following formula (8).

[0113] q4=BMS_p_out / (BMS_p_out+BMS_p_loss) (8)

[0114] In some specific examples, the operating efficiency Qe of the pure electric driving mode can be calculated according to the following formula (9).

[0115] Qe=q3·q4(9)

[0116] In the disclosed embodiment, the driving efficiency of the drive motor and the discharge efficiency of the power battery can be calculated based on the current operating parameters of the hybrid vehicle. The operating efficiency of the pure electric drive mode can be obtained by multiplying the driving efficiency of the drive motor and the discharge efficiency of the power battery.

[0117] In some embodiments, FIG6 is a flowchart illustrating the execution of step S305. Referring to FIG3 and FIG6 , calculating the engine fuel efficiency based on the operating parameters of the hybrid vehicle includes: step S3051, calculating the engine speed ECU_n_spd based on the vehicle speed ESC_v_spd, the second speed ratio G2, and the tire diameter D; the second speed ratio G2 being the speed ratio between the engine and the wheel drive shaft; step S3052, calculating the engine torque ECU_m_torq based on the wheel torque VCM_m_torq and the second speed ratio G2; step S3053, querying the engine specific fuel consumption map table to obtain a specific fuel consumption value ge corresponding to the engine speed ECU_n_spd and the engine torque ECU_m_torq; and step S3054, calculating the engine fuel efficiency K1 based on the specific fuel consumption value ge and the optimal specific fuel consumption value in the specific fuel consumption map table.

[0118] In some specific examples, the engine speed ECU_n_spd can be calculated using the following formula (10).

[0119] ECU_n_spd=ESC_v_spd·1000·G2 / 60π·D (10)

[0120] In formula (10), the unit of tire diameter D is meter (m), the unit of engine speed ECU_n_spd is revolutions per minute (r / min), and the unit of vehicle speed ESC_v_spd is kilometers per hour (km / h).

[0121] In some specific examples, the engine torque ECU_m_torq can be calculated using the following formula (11).

[0122] ECU_m_torq=VCM_m_torq / G2 (11)

[0123] In formula (11), the units of wheel torque VCM_m_torq and engine torque ECU_m_torq are both Newton meters (Nm).

[0124] In some specific examples, Figure 7 shows a specific fuel consumption map. The specific fuel consumption map includes the correspondence between engine speed, engine torque, and specific fuel consumption. The lowest point in the map is the optimal specific fuel consumption value, which is 205 g / kWh. After querying the specific fuel consumption map, the engine fuel efficiency K1 can be calculated using the following formula (12). The specific fuel consumption value ge is the specific fuel consumption value corresponding to the engine speed ECU_n_spd and the engine torque ECU_m_torq in the specific fuel consumption map.

[0125] K1=1-[(ge-205) / 205](12)

[0126] In some embodiments, FIG8 is a schematic flow chart illustrating the execution of step S306. Referring to FIG3 and FIG8 , calculating the engine ignition efficiency based on the operating parameters of the hybrid vehicle includes: step S3061, querying a curve showing the relationship between the ignition angle setback and the ignition efficiency to obtain a first ignition efficiency £ corresponding to the actual ignition angle setback; and step S3062, calculating the engine ignition efficiency K2 based on the first ignition efficiency £ and a second ignition efficiency £0 measured in a bench test.

[0127] In some specific examples, FIG9 is a relationship curve between the ignition angle setback and the ignition efficiency, which is a curve obtained by fitting based on the global combustion efficiency. After querying the relationship curve based on the actual ignition angle setback, the engine ignition efficiency K2 can be calculated using the following formula (13). The first ignition efficiency £ is the ignition efficiency corresponding to the actual ignition angle setback of the hybrid vehicle in the relationship curve.

[0128] K2=£ / £0 (13)

[0129] In some specific examples, the operating efficiency Ke of the engine direct drive mode can be calculated by the following formula (14).

[0130] Ke=K1·K2(14)

[0131] In the disclosed embodiment, the fuel efficiency and ignition efficiency of the engine can be calculated based on the current operating parameters of the hybrid vehicle. The operating efficiency of the engine in the direct drive mode can be obtained by multiplying the fuel efficiency and the ignition efficiency.

[0132] In some embodiments, FIG10 is a flow chart of executing step S40. Referring to FIG1, FIG2 and FIG10, after step S304 and step S307, that is, after calculating the operating efficiency Qe of the pure electric drive mode and the operating efficiency Ke of the engine direct drive mode based on the operating parameters of the hybrid vehicle, the specific process of executing step S40 includes: step S401, calculating the ratio of the operating efficiency of the engine direct drive mode to the operating efficiency of the pure electric drive mode, and obtaining the current drive mode; step S402, determining whether the current drive mode is the pure electric drive mode. Here, if the current drive mode is not the pure electric drive mode, it is the engine direct drive mode; step S403, when the current drive mode of the hybrid vehicle is the pure electric drive mode, mode, comparing the ratio with a first preset ratio, which is greater than 1; in step S404, when the ratio is greater than the first preset ratio and the duration exceeds the first preset time, determining to switch the driving mode of the hybrid vehicle from the pure electric driving mode to the engine direct driving mode; in step S405, when the current driving mode of the hybrid vehicle is the engine direct driving mode, comparing the ratio with a second preset ratio, which is less than 1; in step S406, when the ratio is less than the second preset ratio and the duration exceeds the second preset time, determining to switch the driving mode of the hybrid vehicle from the engine direct driving mode to the pure electric driving mode.

[0133] In some specific examples, the ratio of the operating efficiency Ke of the engine direct drive mode to the pure electric drive mode Qe can be calculated by the following formula (15).

[0134] K_cmp=Ke / Qe(15)

[0135] In some specific examples, the first preset ratio may be 1.05, and the first preset time may be 1s. That is, when the ratio K_cmp is greater than 1.05 and maintained for more than 1s, it can be determined that based on the current hybrid vehicle operating parameters, the operating efficiency of the engine direct drive mode is higher than the operating efficiency of the pure electric drive mode, and thus the driving mode of the hybrid vehicle can be switched from the pure electric drive mode to the engine direct drive mode.

[0136] In some specific examples, the second preset ratio can be 0.95, and the second preset time can be 0.5s. That is, when the ratio K_cmp is less than 0.95 and the maintenance time exceeds 0.5s, it can be determined that based on the current hybrid vehicle operating parameters, the operating efficiency of the pure electric drive mode is higher than the operating efficiency of the engine direct drive mode, and thus the driving mode of the hybrid vehicle can be switched from the engine direct drive mode to the pure electric drive mode.

[0137] In some embodiments, the control method of a hybrid vehicle further includes: when it is determined that the driving mode of the hybrid vehicle is switched from a pure electric driving mode to an engine direct drive mode, starting the engine and engaging the direct drive clutch; in addition, the calculated engine torque ECU_m_torq can also be sent to the ECU for the ECU to perform torque control.

[0138] In some embodiments, the control method of a hybrid vehicle further includes: when it is determined that the driving mode of the hybrid vehicle is switched from the engine direct drive mode to the pure electric drive mode, shutting down the engine and disengaging the direct drive clutch; in addition, the calculated torque MCU_m_torq of the drive motor may be sent to the MCU for the MCU to perform torque control.

[0139] In the disclosed embodiment, after the operating efficiency of the pure electric drive mode and the operating efficiency of the engine direct drive mode are calculated based on the operating parameters of the hybrid vehicle, the driving mode adjustment strategy can be determined based on the current driving mode of the hybrid vehicle and the ratio of the operating efficiency of the engine direct drive mode to the operating efficiency of the pure electric drive mode, so as to timely switch the driving mode of the hybrid vehicle to a driving mode with higher operating efficiency, thereby improving the comprehensive cruising range of the hybrid vehicle in the fuel priority mode.

[0140] Based on concepts similar to the above hybrid vehicle control method, the present disclosure further provides a hybrid vehicle control device. FIG11 is a schematic diagram of the components of a hybrid vehicle control device 500. As shown in FIG11, the hybrid vehicle control device 500 includes the following modules.

[0141] The acquisition module 501 is configured to: acquire operating parameters of the hybrid vehicle.

[0142] The first determining module 502 is configured to determine whether the hybrid vehicle meets a driving mode switching condition based on operating parameters of the hybrid vehicle.

[0143] In some specific examples, the acquisition module 501 and the first determination module 502 may also be configured to execute the steps in FIG. 2 .

[0144] The operating efficiency calculation module 503 is configured to, upon determining that the hybrid vehicle meets the drive mode switching conditions, calculate the operating efficiency of the pure electric drive mode and the operating efficiency of the engine direct drive mode based on the operating parameters of the hybrid vehicle. Specifically, the operating efficiency calculation module 503 can also be configured to execute the steps in Figures 3, 4, 5, 6, and 8.

[0145] The second determination module 504 is configured to determine a drive mode adjustment strategy for the hybrid vehicle based on the current drive mode of the hybrid vehicle, the operating efficiency of the pure electric drive mode, and the operating efficiency of the engine direct drive mode. Specifically, the second determination module 504 can also be configured to execute the steps in FIG10 .

[0146] In some specific examples, the control device 500 of the hybrid vehicle provided by the present disclosure may be a VCU or a part of a VCU.

[0147] The present disclosure further provides a hybrid vehicle, comprising: a memory, a processor, and a program stored in the memory, wherein the processor implements the control method of the hybrid vehicle in any of the above embodiments when executing the program.

[0148] The present disclosure further provides a readable storage medium having a program stored thereon. When a processor executes the program, the control method for the hybrid vehicle in any of the above embodiments is implemented.

[0149] In some specific examples, the processor may be at least one of an application-specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a central processing unit (CPU), a controller, a microcontroller, and a microprocessor. It is understood that the electronic device that implements the functions of the processor may also be other electronic devices, and the present disclosure does not specifically limit this.

[0150] In some specific examples, the above-mentioned storage medium / memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic random access memory (FRAM), a flash memory (Flash Memory), a magnetic surface storage, an optical disc, or a compact disc read-only memory (CD-ROM); it can also be various terminals that include one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0151] The methods disclosed in the several method embodiments provided in this disclosure can be arbitrarily combined without conflict to obtain new method embodiments.

[0152] The features disclosed in the several device embodiments provided in this disclosure can be arbitrarily combined without conflict to obtain new device embodiments.

[0153] The above description is only a specific embodiment of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any technician familiar with the technical field can easily think of changes or replacements within the technical scope disclosed in the present disclosure, and they should all be covered by the protection scope of the present disclosure.

Claims

1. A control method for a hybrid vehicle, characterized in that: include: Obtaining the operating parameters of the hybrid vehicle; determining, based on operating parameters of the hybrid vehicle, whether the hybrid vehicle satisfies a driving mode switching condition; When it is determined that the hybrid vehicle meets the driving mode switching condition, calculating the operating efficiency of the pure electric driving mode and the operating efficiency of the engine direct driving mode based on the operating parameters of the hybrid vehicle; A driving mode adjustment strategy for the hybrid vehicle is determined based on the current driving mode of the hybrid vehicle, the operating efficiency of the pure electric driving mode, and the operating efficiency of the engine direct driving mode.

2. The control method of a hybrid vehicle according to claim 1, characterized in that: The hybrid vehicle includes: a drive motor, a power battery, and an engine; the operating efficiency of the pure electric drive mode and the operating efficiency of the engine direct drive mode are calculated based on the operating parameters of the hybrid vehicle, including: calculating a driving efficiency of the driving motor based on operating parameters of the hybrid vehicle; Calculating the discharge efficiency of the power battery based on the operating parameters of the hybrid vehicle and the driving efficiency of the drive motor; Multiplying the driving efficiency of the driving motor and the discharge efficiency of the power battery to obtain the operating efficiency of the pure electric driving mode; calculating the fuel efficiency of the engine based on operating parameters of the hybrid vehicle; calculating the ignition efficiency of the engine based on operating parameters of the hybrid vehicle; The fuel efficiency of the engine and the ignition efficiency are multiplied to obtain the operating efficiency of the engine in the direct drive mode.

3. The control method of a hybrid vehicle according to claim 2, characterized in that: The hybrid vehicle further includes a wheel drive shaft; the operating parameters of the hybrid vehicle include vehicle speed, accelerator pedal opening, and bus voltage; and calculating the driving efficiency of the drive motor based on the operating parameters of the hybrid vehicle includes: querying an accelerator pedal MAP table to obtain a wheel torque corresponding to the vehicle speed and the accelerator pedal opening; Calculating the rotational speed of the drive motor according to the vehicle speed, a first speed ratio, and a tire diameter of the hybrid vehicle; wherein the first speed ratio is a speed ratio between the drive motor and a wheel drive shaft; Calculating the torque of the drive motor according to the wheel torque and the first speed ratio; querying a first driving efficiency MAP table of the driving motor corresponding to a first calibration voltage to obtain a first driving efficiency corresponding to a rotational speed of the driving motor and a torque of the driving motor; querying a second driving efficiency MAP table of the driving motor corresponding to a second calibration voltage to obtain a second driving efficiency corresponding to a rotational speed of the driving motor and a torque of the driving motor; The first driving efficiency and the second driving efficiency are linearly interpolated according to the bus voltage to obtain the driving efficiency of the driving motor.

4. The control method of a hybrid vehicle according to claim 3, characterized in that: The calculating the discharge efficiency of the power battery based on the operating parameters of the hybrid vehicle and the driving efficiency of the drive motor includes: Calculating the required power of the drive motor according to the rotation speed of the drive motor, the torque of the drive motor and the driving efficiency of the drive motor; Calculating the discharge current of the power battery according to the required power of the drive motor and the bus voltage; Calculating the discharge power loss of the power battery according to the discharge current of the power battery and the internal resistance of the power battery; The discharge efficiency of the power battery is calculated according to the required power and the discharge loss power of the power battery.

5. The control method of a hybrid vehicle according to claim 3, characterized in that: The calculating the fuel efficiency of the engine based on the operating parameters of the hybrid vehicle includes: Calculating the engine speed according to the vehicle speed, a second speed ratio and the tire diameter; the second speed ratio being the speed ratio between the engine and the wheel drive shaft; Calculating the engine torque according to the wheel torque and the second speed ratio; querying a specific fuel consumption MAP table of the engine to obtain a specific fuel consumption value corresponding to the engine speed and the engine torque; The fuel efficiency of the engine is calculated according to the specific fuel consumption value and the optimal specific fuel consumption value in the specific fuel consumption MAP table.

6. The control method of a hybrid vehicle according to claim 3, characterized in that: The operating parameters of the hybrid vehicle further include: an actual ignition angle retreat angle; and calculating the ignition efficiency of the engine based on the operating parameters of the hybrid vehicle includes: querying a relationship curve between an ignition angle setback and an ignition efficiency to obtain a first ignition efficiency corresponding to the actual ignition angle setback; The ignition efficiency of the engine is calculated based on the first ignition efficiency and a second ignition efficiency measured in a bench test.

7. The control method of a hybrid vehicle according to claim 2, characterized in that: The operating parameters of the hybrid vehicle further include: the remaining power of the power battery; and determining whether the hybrid vehicle meets the driving mode switching condition includes: determining whether the hybrid vehicle is in a high-voltage driving state, and determining whether the remaining power of the power battery is within a preset range; When the hybrid vehicle is in the driving high-voltage state and the remaining power of the power battery is within the preset range, determining whether the hybrid vehicle is in a fuel priority mode; When the hybrid vehicle is in the fuel priority mode, determining whether the speed of the hybrid vehicle is higher than a preset speed; When the vehicle speed of the hybrid vehicle is higher than the preset vehicle speed, it is determined that the hybrid vehicle meets the driving mode switching condition.

8. The control method of a hybrid vehicle according to claim 1, characterized in that: The determining of the driving mode adjustment strategy of the hybrid vehicle based on the current driving mode of the hybrid vehicle, the operating efficiency of the pure electric driving mode, and the operating efficiency of the engine direct drive mode includes: calculating a ratio of the operating efficiency of the engine direct drive mode to the operating efficiency of the pure electric drive mode; When the current driving mode of the hybrid vehicle is the pure electric driving mode, the ratio is compared with a first preset ratio, and when the ratio is greater than the first preset ratio and the duration exceeds a first preset time, it is determined that the driving mode of the hybrid vehicle is switched from the pure electric driving mode to the engine direct driving mode; the first preset ratio is greater than 1; When the current driving mode of the hybrid vehicle is the engine direct drive mode, the ratio is compared with a second preset ratio. When the ratio is less than the second preset ratio and the duration exceeds a second preset time, it is determined that the driving mode of the hybrid vehicle is switched from the engine direct drive mode to the pure electric drive mode; the second preset ratio is less than 1.

9. The control method of a hybrid vehicle according to claim 8, characterized in that: The hybrid vehicle further includes: a direct drive clutch located between the engine and a wheel drive shaft of the hybrid vehicle; and the control method of the hybrid vehicle further includes: When it is determined that the driving mode of the hybrid vehicle is switched from the pure electric driving mode to the engine direct driving mode, starting the engine and engaging the direct driving clutch; When it is determined that the driving mode of the hybrid vehicle is switched from the engine direct drive mode to the pure electric drive mode, the engine is shut down and the direct drive clutch is disengaged.

10. A control device for a hybrid vehicle, characterized in that: include: The acquisition module is configured to: acquire operating parameters of the hybrid vehicle; A first determining module is configured to: determine whether the hybrid vehicle meets a driving mode switching condition based on an operating parameter of the hybrid vehicle; an operating efficiency calculation module configured to: calculate the operating efficiency of the pure electric drive mode and the operating efficiency of the engine direct drive mode based on the operating parameters of the hybrid vehicle when it is determined that the hybrid vehicle meets the driving mode switching condition; The second determination module is configured to determine a driving mode adjustment strategy for the hybrid vehicle based on the current driving mode of the hybrid vehicle, the operating efficiency of the pure electric driving mode, and the operating efficiency of the engine direct drive mode.

11. A hybrid vehicle, characterized in that: include: A memory, a processor, and a program stored in the memory, wherein when the processor executes the program, the control method for the hybrid vehicle according to any one of claims 1 to 9 is implemented.

12. A readable storage medium, characterized in that: The readable storage medium stores a program, and when the processor executes the program, the control method for the hybrid vehicle according to any one of claims 1 to 9 is implemented.

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