Control method and apparatus for engine of hybrid vehicle, electronic device, vehicle, and medium

Abstract

The present application provides a control method and apparatus for an engine of a hybrid vehicle, an electronic device, a vehicle and a medium. The method comprises: acquiring a power data set and current environment data of a vehicle; determining an expected target power of an engine in the vehicle on the basis of the power data set, and on the basis of a pre-calibrated correspondence between environment data and an economic curve, acquiring an economic curve corresponding to the current environment data to serve as a target economic curve, wherein the target economic curve records a correspondence between a power of the engine and a rotating speed of the engine; determining from the target economic curve a rotating speed of the engine corresponding to the expected target power to serve as a target rotating speed of the engine of the vehicle; and controlling the operation of the engine of the vehicle on the basis of the target rotating speed and the expected target power. In this way, under different environments, a proper economic curve can be automatically selected, enabling engines to achieve better economic performance, and thus reducing energy waste.

Description

Hybrid vehicle engine control methods, devices, electronic equipment, vehicles and media

[0001] This application claims priority to Chinese Patent Application No. 202410492023.2, filed on April 23, 2024, entitled "Engine Control Method, Apparatus, Electronic Equipment, Vehicle and Medium for Hybrid Vehicles", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of automotive technology, and more specifically, to an engine control method, device, electronic equipment, vehicle, and medium for a hybrid vehicle. Background Technology

[0003] Hybrid electric vehicles (HEVs) offer advantages such as low energy consumption and environmental friendliness, and their market share is growing as people become more environmentally conscious. When the onboard battery of a hybrid vehicle is low, the power source system, consisting of the engine and generator, converts the heat energy generated by fuel combustion into electrical energy to propel the vehicle and maintain the power consumption of other electrical systems. Because engines widely utilize EGR (Exhaust Gas Recirculation) technology, the EGR system can maximize its energy-saving and emission-reduction effects under relatively stable engine speed and torque operating conditions. The economic performance of an engine varies depending on the environmental conditions (such as high altitudes or high temperatures). Current engine technologies use a single economic curve, and the engine's power demand changes constantly, making it difficult to maintain optimal economic performance and leading to energy waste.

[0004] Summary of the Invention

[0005] In view of this, the purpose of the embodiments of this application is to provide an engine control method, device, electronic device, vehicle and medium for a hybrid vehicle, which can improve the problems.

[0006] To achieve the above technical objectives, the technical solution adopted in this application is as follows:

[0007] In a first aspect, embodiments of this application provide an engine control method for a hybrid vehicle, the method comprising:

[0008] Acquire the vehicle's power dataset and current environmental data;

[0009] Based on the power dataset, the desired target power of the engine in the vehicle is determined, and based on the pre-calibrated correspondence between environmental data and economic curves, an economic curve corresponding to the current environmental data is obtained as the target economic curve, wherein the target economic curve records the correspondence between the engine power and the engine speed.

[0010] From the target economic curve, determine the engine speed corresponding to the desired target power, and use it as the target engine speed of the vehicle.

[0011] The vehicle's engine is controlled based on the target speed and the desired target power.

[0012] In conjunction with the first aspect, in some alternative implementations, determining the desired target power of the engine in the vehicle based on the power dataset includes:

[0013] The vehicle's required power is determined based on the vehicle's non-driving power and the driving power demand at the wheel ends in the power data set.

[0014] Based on the vehicle's power demand and the target charging power of the power data for charging the vehicle's power battery, the instantaneous power demand of the engine in the vehicle is determined.

[0015] Based on the instantaneous power demand, the initial target power value of the engine in the vehicle is determined;

[0016] Based on the initial value of the target power, the desired target power of the engine in the vehicle is determined.

[0017] In conjunction with the first aspect, in some optional implementations, determining an initial target power value for the engine in the vehicle based on the instantaneous power demand includes:

[0018] Within the first timing cycle after the engine starts successfully, the instantaneous power demand is determined as the initial value of the target power;

[0019] If, within the i-th timing cycle after a successful engine start, the power difference between the instantaneous power demand in the i-th timing cycle and the initial target power value in the (i-1)-th timing cycle is not within a preset difference range, the instantaneous power demand in the i-th timing cycle is determined to be the initial target power value in the i-th timing cycle, where i is an integer greater than or equal to 2.

[0020] If the power difference is within the preset difference range, the initial target power value of the (i-1)th timing cycle is determined as the initial target power value of the ith timing cycle.

[0021] In conjunction with the first aspect, in some optional implementations, determining the desired target power of the engine in the vehicle based on the initial target power value includes:

[0022] The initial value of the target power is filtered to obtain the filtered initial value of the target power.

[0023] The filtered initial target power value is compared with the minimum and maximum allowable power of the generator in the vehicle.

[0024] If the initial value of the filtered target power is less than the minimum allowable power, then the minimum allowable power is determined as the expected target power;

[0025] If the initial value of the filtered target power is greater than or equal to the minimum allowable power and less than or equal to the maximum allowable power, then the initial value of the filtered target power is determined as the expected target power.

[0026] If the initial value of the filtered target power is greater than the maximum allowable power, then the maximum allowable power is determined as the expected target power.

[0027] In conjunction with the first aspect, in some optional implementations, based on a pre-defined correspondence between environmental data and economic curves, an economic curve corresponding to the current environmental data is obtained as a target economic curve, including:

[0028] When the current environmental data indicates that the vehicle is in a high-altitude environment, or simultaneously in a high-altitude environment and a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a first economic curve corresponding to the high-altitude environment in the current environmental data is obtained and used as the target economic curve.

[0029] When the current environmental data indicates that the vehicle is in a non-plateau environment and in a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a second economic curve corresponding to the high-temperature environment in the current environmental data is obtained and used as the target economic curve.

[0030] When the current environmental data indicates that the vehicle is in a non-high-altitude environment and a non-high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a third economic curve corresponding to the non-high-altitude and non-high-temperature environments in the current environmental data is obtained and used as the target economic curve.

[0031] In conjunction with the first aspect, in some optional implementations, the current environmental data includes atmospheric pressure and the intake air temperature of the engine in the vehicle, wherein when the atmospheric pressure is less than or equal to a pressure threshold, it indicates that the vehicle is in a high-altitude environment; and when the intake air temperature is greater than or equal to a temperature threshold, it indicates that the vehicle is in a high-temperature environment.

[0032] In conjunction with the first aspect, in some alternative implementations, the power dataset of the vehicle is obtained, including:

[0033] The system acquires the driving power demand at the wheel ends of the vehicle, the non-driving power of the vehicle, the current speed of the vehicle, the current temperature and current SOC of the power battery in the vehicle, wherein the non-driving power includes the power consumed by the low-voltage system of the vehicle, the heating power of the thermal management system, the actual power consumed by the air conditioner, the DC power consumed, and the AC power consumed.

[0034] Based on the pre-established correspondence between battery temperature and SOC, the SOC corresponding to the current temperature is determined as the target SOC of the power battery, and the current deviation value between the target SOC and the current SOC is obtained.

[0035] Based on a pre-established correspondence between vehicle speed, SOC deviation value and the charging power of the power battery, the charging power corresponding to the current vehicle speed and the current deviation value is determined as the target charging power for charging the power battery. The power dataset includes the driving demand power, the non-driving power and the target charging power.

[0036] In conjunction with the first aspect, in some optional implementations, obtaining the drive power demand at the wheel ends of the vehicle includes:

[0037] Obtain the current throttle opening and wheel motor speed of the vehicle;

[0038] Based on the pre-established correspondence between throttle opening, vehicle speed and wheel-end torque demand, the wheel-end torque demand corresponding to the current throttle opening and the current vehicle speed is determined as the current torque demand.

[0039] Based on the calculation formulas for the current required torque, the motor speed, and the required drive power, the required drive power at the wheel ends of the vehicle is determined, wherein the calculation formula is:

[0040] In the formula, P refers to the required driving power, T refers to the required torque, and n refers to the motor speed.

[0041] In conjunction with the first aspect, in some optional implementations, controlling the vehicle's engine operation based on the target speed and the desired target power includes:

[0042] Based on the target speed and the desired target power, the target torque of the engine in the vehicle is determined;

[0043] Control the engine to operate at the target torque and the target speed.

[0044] Secondly, embodiments of this application also provide an engine control device for a hybrid vehicle, the device comprising:

[0045] The acquisition unit is used to acquire the vehicle's power dataset and current environmental data;

[0046] The first determining unit is configured to determine the expected target power of the engine in the vehicle based on the power dataset, and to obtain the economic curve corresponding to the current environmental data based on the pre-calibrated correspondence between environmental data and economic curves, as the target economic curve, wherein the target economic curve records the correspondence between the engine power and the engine speed.

[0047] The second determining unit is used to determine the engine speed corresponding to the desired target power from the target economic curve, so as to use it as the target engine speed of the vehicle.

[0048] A control unit is used to control the engine operation of the vehicle based on the target speed and the desired target power.

[0049] Thirdly, embodiments of this application also provide an electronic device, which includes a processor and a memory coupled to each other, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the electronic device performs the above-described method.

[0050] Fourthly, embodiments of this application also provide a vehicle, the vehicle including a vehicle body and the aforementioned electronic equipment, the electronic equipment being disposed on the vehicle body.

[0051] Fifthly, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when run on a computer, causes the computer to perform the methods described above.

[0052] The invention employing the above technical solution has the following advantages:

[0053] In the technical solution provided in this application, the desired target power of the engine in the vehicle is determined using the vehicle's power dataset. Then, an economic curve corresponding to the current environmental data is selected as the target economic curve. Next, the engine speed corresponding to the desired target power is determined from the target economic curve and used as the target engine speed. Finally, based on the target speed and desired target power, the vehicle's engine operation is controlled. In this way, a suitable economic curve can be automatically selected under different environments, enabling the engine to operate at optimal economic performance and reducing energy waste. Attached Figure Description

[0054] This application can be further illustrated by the non-limiting embodiments given in the accompanying drawings. It should be understood that the following drawings only illustrate some embodiments of this application and should not be considered as limiting the scope. For those skilled in the art, other related drawings can be obtained from these drawings without any inventive effort.

[0055] Figure 1 is a flowchart illustrating the engine control method for a hybrid vehicle provided in an embodiment of this application.

[0056] Figure 2 is a schematic diagram of the calculation logic for the vehicle power demand provided in an embodiment of this application.

[0057] Figure 3 is a schematic diagram of the calculation logic for the target charging power provided in an embodiment of this application.

[0058] Figure 4 is a schematic diagram of the calculation logic of the instantaneous power demand of the engine provided in the embodiment of this application.

[0059] Figure 5 is a schematic diagram of the calculation logic for the initial target power value of the engine provided in the embodiment of this application.

[0060] Figure 6 is a schematic diagram of the calculation logic of the engine power switching flag provided in an embodiment of this application.

[0061] Figure 7 is a schematic diagram of the calculation logic for the expected target power of the engine provided in an embodiment of this application.

[0062] Figure 8 is a schematic diagram of the calculation logic for the target speed of the engine provided in an embodiment of this application.

[0063] Figure 9 is a block diagram of the engine control device provided in an embodiment of this application.

[0064] Icons: 200 - Engine control unit; 210 - Acquisition unit; 220 - First determination unit; 230 - Second determination unit; 240 - Control unit. Detailed Implementation

[0065] The present application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that similar or identical parts are referred to by the same reference numerals in the drawings or description. Implementations not shown or described in the drawings are forms known to those skilled in the art. In the description of this application, terms such as "first" and "second" are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0066] Referring to Figure 1, this application provides an engine control method for a hybrid vehicle. This method can be applied to electronic devices on the hybrid vehicle, and the electronic devices can execute or implement the various steps of the method.

[0067] In this embodiment, the electronic device may include a power domain controller. The power domain controller interacts with vehicle-related controllers such as the power battery system, low-voltage battery system, thermal management system, drive motor, traction control system, and engine control system via the CAN (Controller Area Network) protocol to obtain signals such as the real-time SOC (State of Charge) of the power battery, low-voltage battery voltage and current, heating power of the thermal management system, actual power consumption of the air conditioning, power consumption of DC and AC electrical appliances, vehicle speed, and engine intake air temperature. The power domain controller can obtain throttle opening signals via the accelerator pedal and atmospheric pressure signals (or atmospheric pressure signals) via an atmospheric pressure sensor. The power domain controller can reasonably calculate the instantaneous power demand of the engine, process it to obtain the engine's desired target power, select an appropriate optimal economic curve for the engine based on environmental conditions, obtain the target engine speed and target torque, and control the engine operation based on the target speed and target torque, enabling the engine to maintain optimal performance for a longer period, thereby achieving energy saving and emission reduction and reducing energy waste.

[0068] The engine control method for hybrid vehicles may include the following steps:

[0069] Step 110: Obtain the vehicle's power dataset and current environmental data;

[0070] Step 120: Based on the power dataset, determine the expected target power of the engine in the vehicle, and based on the pre-calibrated correspondence between environmental data and economic curves, obtain the economic curve corresponding to the current environmental data as the target economic curve, wherein the target economic curve records the correspondence between the engine power and the engine speed.

[0071] Step 130: Determine the engine speed corresponding to the desired target power from the target economic curve, and use it as the target engine speed of the vehicle.

[0072] Step 140: Based on the target speed and the desired target power, control the engine operation of the vehicle.

[0073] The steps of the engine control method for hybrid vehicles will be explained in detail below:

[0074] In step 110, obtaining the vehicle's power dataset may include:

[0075] Step 111: Obtain the driving power demand at the wheel end of the vehicle and the non-driving power of the vehicle; obtain the current vehicle speed, the current temperature of the power battery in the vehicle, and the current SOC, wherein the current vehicle speed, current temperature, and current SOC are used to calculate the target charging power for charging the power battery;

[0076] Step 112: Based on the pre-established correspondence between battery temperature and SOC, determine the SOC corresponding to the current temperature as the target SOC of the power battery, and obtain the current deviation value between the target SOC and the current SOC.

[0077] Step 113: Based on the pre-established correspondence between vehicle speed, SOC deviation value and the charging power of the power battery, determine the charging power corresponding to the current vehicle speed and the current deviation value, so as to serve as the target charging power for charging the power battery.

[0078] Referring to Figure 2, in step 111, obtaining the drive power demand at the wheel ends of the vehicle may include:

[0079] Obtain the current throttle opening and wheel motor speed of the vehicle;

[0080] Based on the pre-established correspondence between throttle opening, vehicle speed and wheel-end torque demand, the wheel-end torque demand corresponding to the current throttle opening and the current vehicle speed is determined as the current torque demand.

[0081] Based on the calculation formulas for the current required torque, the motor speed, and the required drive power, the required drive power at the wheel ends of the vehicle is determined, wherein the calculation formula is:

[0082] In the formula, P refers to the required driving power, T refers to the required torque, and n refers to the motor speed.

[0083] In this embodiment, the correspondence between throttle opening, vehicle speed, and wheel-end torque demand can be recorded using a first relationship table. The electronic device can obtain the wheel-end torque demand corresponding to the current throttle opening and current vehicle speed by looking up the table. In other embodiments, various relationship tables (such as the first relationship table and the second relationship table described below) can be relationship curves.

[0084] Referring to Figure 3, in step 112, the relationship between battery temperature and SOC can be recorded through the second relationship table (target SOC setting table). The electronic device can obtain the SOC corresponding to the current temperature by looking up the table, and use it as the target SOC.

[0085] Please refer to Figure 3 again. In step 113, the correspondence between vehicle speed, SOC deviation value and power battery charging power can be recorded through the third relationship table (target charging power table). The electronic device can obtain the charging power corresponding to the current vehicle speed and current deviation value by looking up the table, and use it as the target charging power.

[0086] It should be noted that the battery only needs to be charged when its current SOC is less than the target SOC. If the battery's current SOC exceeds the target SOC, then charging is unnecessary, and the target charging power is zero.

[0087] In step 110, the power dataset may include, but is not limited to, the driving power demand at the wheel ends of the vehicle, the non-driving power of the vehicle, and the target charging power for charging the vehicle's power battery.

[0088] Drive demand power refers to the power required by the drive motor that drives the wheels to rotate.

[0089] Non-driving power refers to the power consumed by electrical components in a vehicle other than the drive motor. For example, non-driving power may include the power consumed by the vehicle's low-voltage system, the heating power of the thermal management system, the actual power consumed by the air conditioning system, the DC power consumed, and the AC power consumed.

[0090] Current environmental data may include, but is not limited to, atmospheric pressure and the intake air temperature of the engine in the vehicle.

[0091] When the atmospheric pressure is less than or equal to the pressure threshold, it indicates that the vehicle is in a high-altitude environment, and the high-altitude indicator on the vehicle is set. When the atmospheric pressure is greater than the sum of the pressure threshold and the atmospheric pressure offset, it indicates that the vehicle is not in a high-altitude environment, and the high-altitude indicator is reset. The pressure threshold is a reference pressure used to measure whether the vehicle is in a high-altitude environment and can be flexibly set according to actual conditions. The atmospheric pressure offset is a hysteresis quantity that can be used to correct the pressure threshold. The method for determining the atmospheric pressure offset is conventional and will not be described in detail here.

[0092] When the intake air temperature is greater than or equal to the temperature threshold, it indicates that the vehicle is in a high-temperature environment, and the high-temperature indicator on the vehicle is set. When the intake air temperature is less than the sum of the temperature threshold and the temperature offset, it indicates that the vehicle is not in a high-temperature environment, and the high-temperature indicator is reset. Similar to the pressure threshold, the temperature threshold is a reference temperature used to measure whether the vehicle is in a high-temperature environment, and can be flexibly set according to actual conditions. The temperature offset is a hysteresis quantity, which can be used to correct the temperature threshold. The method for determining the temperature offset is conventional and will not be elaborated here.

[0093] Referring to Figures 2 to 8, in step 120, the desired target power of the engine in the vehicle is determined based on the power dataset, including:

[0094] Step 121: Determine the vehicle's required power based on the vehicle's non-driving power and the driving power demand at the wheel ends in the power data set.

[0095] Step 122: Based on the vehicle's power demand and the target charging power of the power data for charging the vehicle's power battery, determine the instantaneous power demand of the engine in the vehicle.

[0096] Step 123: Based on the instantaneous power demand, determine the initial target power value of the engine in the vehicle;

[0097] Step 124: Based on the initial value of the target power, determine the desired target power of the engine in the vehicle.

[0098] Please refer to Figure 2. In step 121, the vehicle power demand = driving power demand ÷ efficiency coefficient + non-driving power.

[0099] The driving power demand at the wheel end is calculated from the current demand torque at the wheel end and the motor speed and obtained by first-order low-pass filtering, as shown in equation (1) above.

[0100] The efficiency coefficient is the transmission efficiency in the process of converting engine power into drive motor power.

[0101] Non-driving power is obtained by adding the power consumed by the low-voltage system, the heating power of the thermal management system, the actual power consumed by the air conditioner, the power consumed by DC power, and the power consumed by AC power, and then passing the sum through a first-order low-pass filter. The formula for calculating the power consumed by the low-voltage system is: Low-voltage system power consumed = Low-voltage battery voltage × Low-voltage battery current ÷ 1000.

[0102] Please refer to Figure 4. In step 122, the instantaneous power demand of the engine in the vehicle = the power demand of the vehicle + the target charging power.

[0103] In step 123, determining the initial target power value of the engine in the vehicle based on the instantaneous power demand may include:

[0104] Within the first timing cycle after the engine starts successfully, the instantaneous power demand is determined as the initial value of the target power;

[0105] If, within the i-th timing cycle after a successful engine start, the power difference between the instantaneous power demand in the i-th timing cycle and the initial target power value in the (i-1)-th timing cycle is not within a preset difference range, the instantaneous power demand in the i-th timing cycle is determined to be the initial target power value in the i-th timing cycle, where i is an integer greater than or equal to 2. The preset difference range and the duration of a single timing cycle can be flexibly set according to actual conditions.

[0106] If the power difference is within the preset difference range, the initial target power value of the (i-1)th timing cycle is determined as the initial target power value of the ith timing cycle.

[0107] Referring to Figures 5 and 6, as an example, the implementation process of step 123 can be as follows:

[0108] If the engine start success flag is set (indicating successful engine start) and the engine power switching flag is set (indicating a need to switch engine power), the initial target power of the engine is equal to the engine's instantaneous power demand. If the engine starts successfully but the engine power switching flag is not set, the initial target power of the engine in the current cycle is equal to the initial target power of the engine in the previous cycle. If the engine start success flag is reset, the initial target power of the engine is zero. If the instantaneous power demand increases over time, and the difference between the instantaneous power demand and the initial target power of the engine in the previous cycle is greater than threshold A, the engine power switching flag is set; or, if the instantaneous power demand decreases over time, and the difference between the instantaneous power demand and the initial target power of the engine in the previous cycle is less than threshold B, the engine power switching flag is set. Thresholds A and B can be flexibly set according to actual conditions.

[0109] In step 124, based on the initial value of the target power, the desired target power of the engine in the vehicle is determined, including:

[0110] The initial value of the target power is filtered to obtain the filtered initial value of the target power.

[0111] The filtered initial target power value is compared with the minimum and maximum allowable power of the generator in the vehicle.

[0112] If the initial value of the filtered target power is less than the minimum allowable power, then the minimum allowable power is determined as the expected target power;

[0113] If the initial value of the filtered target power is greater than or equal to the minimum allowable power and less than or equal to the maximum allowable power, then the initial value of the filtered target power is determined as the expected target power.

[0114] If the initial value of the filtered target power is greater than the maximum allowable power, then the maximum allowable power is determined as the expected target power.

[0115] Please refer to Figure 7. As an example, step 124 can be implemented as follows:

[0116] The initial target power of the engine is first obtained by passing it through a first-order low-pass filter. This filtered initial target power is then compared with the generator's minimum permissible power. The larger of these two values ​​is then compared with the generator's maximum permissible power. The smaller of these two values ​​is the engine's desired target power. The generator's minimum and maximum permissible power are related to the vehicle's range extender characteristics and are used to ensure that the range extender and engine operate within safe ranges.

[0117] In step 120, based on the pre-defined correspondence between environmental data and economic curves, an economic curve corresponding to the current environmental data is obtained as the target economic curve, which may include:

[0118] Step 125: When the current environmental data indicates that the vehicle is in a high-altitude environment, or simultaneously in a high-altitude environment and a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, obtain the first economic curve corresponding to the high-altitude environment in the current environmental data, and use it as the target economic curve.

[0119] Step 126: When the current environmental data indicates that the vehicle is in a non-plateau environment and in a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a second economic curve corresponding to the high-temperature environment in the current environmental data is obtained as the target economic curve.

[0120] Step 127: When the current environmental data indicates that the vehicle is in a non-plateau environment and a non-high temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, obtain a third economic curve corresponding to the non-plateau environment and non-high temperature environment in the current environmental data, and use it as the target economic curve.

[0121] In this embodiment, the first economic curve can be the optimal economic curve for a high-altitude engine, the second economic curve can be the optimal economic curve for a high-temperature engine, and the third economic curve is the optimal economic curve for a normal engine. If the vehicle is simultaneously in a high-altitude environment and a high-temperature environment, the high-altitude environment takes precedence over the high-temperature environment. Therefore, the first economic curve (the optimal economic curve for a high-altitude engine) is used as the target economic curve for the engine.

[0122] Please refer to Figure 8. In step 130, if the plateau marker is set, or both the plateau marker and the high temperature marker are set, the target engine speed is obtained by looking up the optimal economic curve of the plateau engine in a table. This table shows the optimal economic speed corresponding to the target engine power in a plateau environment.

[0123] If the plateau flag is reset and the high temperature flag is set, the engine's target speed can be obtained by looking up the optimal economic curve of the engine under high temperature conditions. This table shows the optimal economic speed corresponding to the engine's target power under high temperature conditions.

[0124] If the high-altitude flag and the high-temperature flag are reset, the engine's target speed can be obtained by looking up the optimal economic curve of the normal engine in a table. This table shows the optimal economic speed corresponding to the engine's target power in non-high-altitude and non-high-temperature environments.

[0125] In step 140, controlling the vehicle's engine operation based on the target speed and the desired target power may include:

[0126] Based on the target speed and the desired target power, the target torque of the engine in the vehicle is determined;

[0127] Control the engine to operate at the target torque and the target speed.

[0128] The formula for calculating the target torque of an engine is: Target torque of an engine = Expected target power of the engine × 9550 ÷ Target speed of the engine.

[0129] In step 140, after obtaining the target speed and target torque of the engine, the power domain controller can control the engine to run at the target speed and target torque, thereby enabling the engine to maintain optimal performance for a longer period of time and reducing energy waste.

[0130] Based on the above design, this solution calculates the engine's expected target power using the vehicle's actual driving power, non-driving power, and target charging power. This eliminates the possibility of inaccurate calculations due to factors like slope signals and vehicle weight, which could lead to poor fuel economy from excessive battery charging or insufficient power at low battery levels. The engine's expected target power can be adjusted using an engine power switching flag. Through filtering, the engine operates under relatively stable conditions, resulting in stable EGR operation and improved fuel economy and emissions. Furthermore, by differentiating between atmospheric pressure and engine intake air temperature and referring to tables, the vehicle's operating environment can be identified, allowing the engine to automatically operate on the optimal fuel economy curve for that environment, thus reducing energy waste.

[0131] Second Embodiment

[0132] Referring to Figure 9, this application also provides an engine control device 200 for a hybrid vehicle. The engine control device 200 includes at least one software function module that can be stored in a storage module or embedded in the operating system (OS) of an electronic device in the form of software or firmware. The processing module is used to execute the executable modules stored in the storage module, such as the software function modules and computer programs included in the engine control device 200.

[0133] The functions of each unit included in the engine control unit 200 can be as follows:

[0134] Acquisition unit 210 is used to acquire the vehicle's power dataset and current environmental data;

[0135] The first determining unit 220 is used to determine the expected target power of the engine in the vehicle based on the power dataset, and to obtain the economic curve corresponding to the current environmental data based on the pre-calibrated correspondence between environmental data and economic curves, as the target economic curve, wherein the target economic curve records the correspondence between the engine power and the engine speed.

[0136] The second determining unit 230 is used to determine the engine speed corresponding to the desired target power from the target economic curve, so as to use it as the target engine speed of the vehicle.

[0137] Control unit 240 is used to control the engine operation of the vehicle based on the target speed and the desired target power.

[0138] Optionally, the acquisition unit 210 can be used for:

[0139] The system acquires the driving power demand at the wheel ends of the vehicle, the non-driving power of the vehicle, the current speed of the vehicle, the current temperature and current SOC of the power battery in the vehicle, wherein the non-driving power includes the power consumed by the low-voltage system of the vehicle, the heating power of the thermal management system, the actual power consumed by the air conditioner, the DC power consumed, and the AC power consumed.

[0140] Based on the pre-established correspondence between battery temperature and SOC, the SOC corresponding to the current temperature is determined as the target SOC of the power battery, and the current deviation value between the target SOC and the current SOC is obtained.

[0141] Based on a pre-established correspondence between vehicle speed, SOC deviation value and the charging power of the power battery, the charging power corresponding to the current vehicle speed and the current deviation value is determined as the target charging power for charging the power battery. The power dataset includes the driving demand power, the non-driving power and the target charging power.

[0142] Optionally, the acquisition unit 210 can be used for:

[0143] Obtain the current throttle opening and wheel motor speed of the vehicle;

[0144] Based on the pre-established correspondence between throttle opening, vehicle speed and wheel-end torque demand, the wheel-end torque demand corresponding to the current throttle opening and the current vehicle speed is determined as the current torque demand.

[0145] Based on the calculation formulas for the current required torque, the motor speed, and the required drive power, the required drive power at the wheel ends of the vehicle is determined, wherein the calculation formula is:

[0146] In the formula, P refers to the required driving power, T refers to the required torque, and n refers to the motor speed.

[0147] Optionally, the first determining unit 220 can be used for:

[0148] The vehicle's required power is determined based on the vehicle's non-driving power and the driving power demand at the wheel ends in the power data set.

[0149] Based on the vehicle's power demand and the target charging power of the power data for charging the vehicle's power battery, the instantaneous power demand of the engine in the vehicle is determined.

[0150] Based on the instantaneous power demand, the initial target power value of the engine in the vehicle is determined;

[0151] Based on the initial value of the target power, the desired target power of the engine in the vehicle is determined.

[0152] Optionally, the first determining unit 220 can also be used for:

[0153] Within the first timing cycle after the engine starts successfully, the instantaneous power demand is determined as the initial value of the target power;

[0154] If, within the i-th timing cycle after a successful engine start, the power difference between the instantaneous power demand in the i-th timing cycle and the initial target power value in the (i-1)-th timing cycle is not within a preset difference range, the instantaneous power demand in the i-th timing cycle is determined to be the initial target power value in the i-th timing cycle, where i is an integer greater than or equal to 2.

[0155] If the power difference is within the preset difference range, the initial target power value of the (i-1)th timing cycle is determined as the initial target power value of the ith timing cycle.

[0156] Optionally, the first determining unit 220 can also be used for:

[0157] The initial value of the target power is filtered to obtain the filtered initial value of the target power.

[0158] The filtered initial target power value is compared with the minimum and maximum allowable power of the generator in the vehicle.

[0159] If the initial value of the filtered target power is less than the minimum allowable power, then the minimum allowable power is determined as the expected target power;

[0160] If the initial value of the filtered target power is greater than or equal to the minimum allowable power and less than or equal to the maximum allowable power, then the initial value of the filtered target power is determined as the expected target power.

[0161] If the initial value of the filtered target power is greater than the maximum allowable power, then the maximum allowable power is determined as the expected target power.

[0162] Optionally, the first determining unit 220 can also be used for:

[0163] When the current environmental data indicates that the vehicle is in a high-altitude environment, or simultaneously in a high-altitude environment and a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a first economic curve corresponding to the high-altitude environment in the current environmental data is obtained and used as the target economic curve.

[0164] When the current environmental data indicates that the vehicle is in a non-plateau environment and in a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a second economic curve corresponding to the high-temperature environment in the current environmental data is obtained and used as the target economic curve.

[0165] When the current environmental data indicates that the vehicle is in a non-high-altitude environment and a non-high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a third economic curve corresponding to the non-high-altitude and non-high-temperature environments in the current environmental data is obtained and used as the target economic curve.

[0166] Optionally, the control unit 240 can be used for:

[0167] Based on the target speed and the desired target power, the target torque of the engine in the vehicle is determined;

[0168] Control the engine to operate at the target torque and the target speed.

[0169] It should be noted that the engine control device 200 of the hybrid vehicle can implement each step of the engine control method of the hybrid vehicle in the first embodiment, and the function of the device will not be described in detail here.

[0170] Third Embodiment

[0171] This application also provides an electronic device, which may include a processing module and a storage module. The storage module stores a computer program, and when the computer program is executed by the processing module, the electronic device can perform the corresponding steps in the above-described hybrid vehicle engine control method.

[0172] In this embodiment, the processing module can be an integrated circuit chip with signal processing capabilities. The processing module can be a general-purpose processor. For example, the processor can be a Central Processing Unit (CPU), a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components, capable of implementing or executing the methods, steps, and logic block diagrams disclosed in the embodiments of this application.

[0173] The storage module can be, but is not limited to, random access memory, read-only memory, programmable read-only memory, erasable programmable read-only memory, electrically erasable programmable read-only memory, etc. In this embodiment, the storage module can be used to store power datasets, current environmental data, and the correspondence between pre-calibrated environmental data and economic curves. Of course, the storage module can also be used to store programs, which the processing module executes after receiving an execution instruction.

[0174] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the electronic device described above can be referred to the corresponding steps in the aforementioned method, and will not be elaborated further here.

[0175] Fourth embodiment

[0176] This application also provides a vehicle, which may include a vehicle body and the aforementioned electronic devices, with the electronic devices disposed on the vehicle body. This vehicle can be a hybrid electric vehicle. The electronic devices in this vehicle help to optimize engine performance and reduce energy waste.

[0177] Fifth embodiment

[0178] This application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program that, when run on a computer, causes the computer to execute the engine control method for a hybrid vehicle as described in the above embodiments.

[0179] Based on the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by hardware or by using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application can be embodied in the form of a software product. This software product can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.) and includes several instructions to cause a computer device (such as a personal computer, electronic device, or network device, etc.) to execute the methods described in the various implementation scenarios of this application.

[0180] In the embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can also be implemented in other ways. The apparatus, devices, and methods embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, program segment, or part of code, which includes one or more executable instructions for implementing a specified logical function. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. Furthermore, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0181] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for controlling the engine of a hybrid vehicle, characterized in that, The method includes: Acquire the vehicle's power dataset and current environmental data; Based on the power dataset, the desired target power of the engine in the vehicle is determined, and based on the pre-calibrated correspondence between environmental data and economic curves, an economic curve corresponding to the current environmental data is obtained as the target economic curve, wherein the target economic curve records the correspondence between the engine power and the engine speed. From the target economic curve, determine the engine speed corresponding to the desired target power, and use it as the target engine speed of the vehicle. The vehicle's engine is controlled based on the target speed and the desired target power.

2. The method according to claim 1, characterized in that, Based on the power dataset, determine the desired target power of the engine in the vehicle, including: The vehicle's required power is determined based on the vehicle's non-driving power and the driving power demand at the wheel ends in the power data set. Based on the vehicle's power demand and the target charging power of the power data for charging the vehicle's power battery, the instantaneous power demand of the engine in the vehicle is determined. Based on the instantaneous power demand, the initial target power value of the engine in the vehicle is determined; Based on the initial value of the target power, the desired target power of the engine in the vehicle is determined.

3. The method according to claim 2, characterized in that, Based on the instantaneous power demand, the initial target power value of the engine in the vehicle is determined, including: Within the first timing cycle after the engine starts successfully, the instantaneous power demand is determined as the initial value of the target power; If, within the i-th timing cycle after a successful engine start, the power difference between the instantaneous power demand in the i-th timing cycle and the initial target power value in the (i-1)-th timing cycle is not within a preset difference range, the instantaneous power demand in the i-th timing cycle is determined to be the initial target power value in the i-th timing cycle, where i is an integer greater than or equal to 2. If the power difference is within the preset difference range, the initial target power value of the (i-1)th timing cycle is determined as the initial target power value of the ith timing cycle.

4. The method according to claim 2, characterized in that, Based on the initial value of the target power, determining the desired target power of the engine in the vehicle includes: The initial value of the target power is filtered to obtain the filtered initial value of the target power. The filtered initial target power value is compared with the minimum and maximum allowable power of the generator in the vehicle. If the initial value of the filtered target power is less than the minimum allowable power, then the minimum allowable power is determined as the expected target power; If the initial value of the filtered target power is greater than or equal to the minimum allowable power and less than or equal to the maximum allowable power, then the initial value of the filtered target power is determined as the expected target power. If the initial value of the filtered target power is greater than the maximum allowable power, then the maximum allowable power is determined as the expected target power.

5. The method according to claim 1, characterized in that, Based on the pre-defined correspondence between environmental data and economic curves, the economic curve corresponding to the current environmental data is obtained as the target economic curve, including: When the current environmental data indicates that the vehicle is in a high-altitude environment, or simultaneously in a high-altitude environment and a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a first economic curve corresponding to the high-altitude environment in the current environmental data is obtained and used as the target economic curve. When the current environmental data indicates that the vehicle is in a non-plateau environment and in a high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a second economic curve corresponding to the high-temperature environment in the current environmental data is obtained and used as the target economic curve. When the current environmental data indicates that the vehicle is in a non-high-altitude environment and a non-high-temperature environment, based on the pre-calibrated correspondence between environmental data and economic curves, a third economic curve corresponding to the non-high-altitude and non-high-temperature environments in the current environmental data is obtained and used as the target economic curve.

6. The method according to claim 5, characterized in that, The current environmental data includes atmospheric pressure and the intake air temperature of the engine in the vehicle. When the atmospheric pressure is less than or equal to a pressure threshold, it indicates that the vehicle is in a high-altitude environment. When the intake air temperature is greater than or equal to a temperature threshold, it indicates that the vehicle is in a high-temperature environment.

7. The method according to claim 1, characterized in that, Obtain the vehicle's power dataset, including: The system acquires the driving power demand at the wheel ends of the vehicle, the non-driving power of the vehicle, the current speed of the vehicle, the current temperature and current SOC of the power battery in the vehicle, wherein the non-driving power includes the power consumed by the low-voltage system of the vehicle, the heating power of the thermal management system, the actual power consumed by the air conditioner, the DC power consumed, and the AC power consumed. Based on the pre-established correspondence between battery temperature and SOC, the SOC corresponding to the current temperature is determined as the target SOC of the power battery, and the current deviation value between the target SOC and the current SOC is obtained. Based on a pre-established correspondence between vehicle speed, SOC deviation value and the charging power of the power battery, the charging power corresponding to the current vehicle speed and the current deviation value is determined as the target charging power for charging the power battery. The power dataset includes the driving demand power, the non-driving power and the target charging power.

8. The method according to claim 7, characterized in that, Obtaining the drive power demand at the wheel ends of the vehicle includes: Obtain the current throttle opening and wheel motor speed of the vehicle; Based on the pre-established correspondence between throttle opening, vehicle speed and wheel-end torque demand, the wheel-end torque demand corresponding to the current throttle opening and the current vehicle speed is determined as the current torque demand. Based on the calculation formulas for the current required torque, the motor speed, and the required drive power, the required drive power at the wheel ends of the vehicle is determined, wherein the calculation formula is: In the formula, P refers to the required driving power, T refers to the required torque, and n refers to the motor speed.

9. The method according to claim 1, characterized in that, Controlling the vehicle's engine operation based on the target speed and the desired target power includes: Based on the target speed and the desired target power, the target torque of the engine in the vehicle is determined; Control the engine to operate at the target torque and the target speed.

10. An engine control device for a hybrid vehicle, characterized in that, The device includes: The acquisition unit is used to acquire the vehicle's power dataset and current environmental data; The first determining unit is configured to determine the expected target power of the engine in the vehicle based on the power dataset, and to obtain the economic curve corresponding to the current environmental data based on the pre-calibrated correspondence between environmental data and economic curves, as the target economic curve, wherein the target economic curve records the correspondence between the engine power and the engine speed. The second determining unit is used to determine the engine speed corresponding to the desired target power from the target economic curve, so as to use it as the target engine speed of the vehicle. A control unit is used to control the engine operation of the vehicle based on the target speed and the desired target power.

11. An electronic device, characterized in that, The electronic device includes a processor and a memory coupled together, the memory storing a computer program that, when executed by the processor, causes the electronic device to perform the method as described in any one of claims 1-7.

12. A vehicle, characterized in that, The vehicle includes a vehicle body and an electronic device as described in claim 11, wherein the electronic device is disposed on the vehicle body.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when run on a computer, causes the computer to perform the method as described in any one of claims 1-9.

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