Vehicle control method, apparatus, and device, and storage medium

Abstract

A vehicle control method, apparatus, and device, and a storage medium. The vehicle control method comprises: when the current driving mode is a first pure electric mode, determining a target available torque and an acceleration gain torque of a target vehicle; when the target available torque is less than the acceleration gain torque, controlling the current driving mode of the target vehicle to switch from the first pure electric mode to a second pure electric mode; when the current driving mode is the second pure electric mode, determining a driving demand torque; and when the driving demand torque and the target available torque meet an engine start condition, controlling an engine to start.

Description

Vehicle control method, device, equipment and storage medium

[0001] Related applications

[0002] The present application claims priority to Chinese Patent Application No. 202411105458.3, filed on August 13, 2024, the contents of which are incorporated herein by reference in their entirety. TECHNICAL FIELD

[0003] The present application relates to the technical field of hybrid vehicles, in particular to a vehicle control method, device, equipment and storage medium. BACKGROUND

[0004] At present, with the gradual increase of the market share of new energy vehicles, the trend of electric transmission is becoming more and more obvious. The dedicated hybrid transmission is a new type of configuration specially developed according to the power and torque characteristics of the engine and the motor. From the EV (Electric Vehicle, pure electric mode) station to the ECVT (Electronically Controlled Variable Transmission, electronically controlled continuously variable transmission) station, the engine can provide power torque again after starting, which takes 2-3s, and in this process, the wheel end power torque can only be provided by P3 in the available torque range. Under normal circumstances, that is, when the battery SOC (State of Charge) is high and the temperature is suitable, the demand of customers for power can be met, but as the high-voltage battery pack SOC decreases, or in the case of low temperature and high temperature, the battery allowable discharge power will decrease, and the P3 motor available torque will decrease. In the case of high speed and large throttle acceleration, the persistent power is weak, which will cause complaints.

[0005] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0006] The main purpose of the present application is to provide a vehicle control method, device, equipment and storage medium, which aims to solve the technical problem that the multi-mode hybrid power assembly in the prior art cannot balance the smoothness of shift control, the electric feeling and the user's demand for large power when driving.

[0007] To achieve the above purpose, the present application provides a vehicle control method, which comprises:

[0008] When the current driving station is a first pure electric station, the target available torque and the acceleration gain torque of the target vehicle are determined;

[0009] switching a current driving mode of the target vehicle from the first pure electric mode to a second pure electric mode when the target available torque is less than the acceleration gain torque;

[0010] determining a driving demand torque of the target vehicle when the current driving mode is the second pure electric mode;

[0011] starting an engine of the target vehicle when the driving demand torque and the target available torque satisfy an engine starting condition.

[0012] In an embodiment, the steps of determining the target available torque and the acceleration gain torque of the target vehicle comprise:

[0013] determining a current driving speed and a battery discharge power of the target vehicle according to current operation information of the target vehicle;

[0014] determining an acceleration gain torque of the target vehicle according to the current driving speed and a first transmission coefficient;

[0015] determining a target available torque of the target vehicle according to the battery discharge power and the current driving speed.

[0016] In an embodiment, the step of determining the acceleration gain torque of the target vehicle according to the current driving speed and the first transmission coefficient comprises:

[0017] looking up a target acceleration gain corresponding to the current driving speed in an acceleration gain mapping relationship;

[0018] performing torque calculation according to the target acceleration gain and vehicle configuration parameters of the target vehicle to determine a wheel edge demand torque of the target vehicle;

[0019] performing torque calculation according to the wheel edge demand torque and the first transmission coefficient to determine the acceleration gain torque of the target vehicle.

[0020] In an embodiment, the step of determining the target available torque of the target vehicle according to the battery discharge power and the current driving speed comprises:

[0021] performing difference calculation according to a reserved discharge power of the target vehicle and the battery discharge power to determine a target discharge power;

[0022] comparing the target discharge power with a motor peak power to determine a motor available power according to a comparison result;

[0023] performing torque calculation according to the motor available power, the current driving speed and a second transmission coefficient to determine a target comparison torque;

[0024] comparing the target comparison torque and the motor peak torque, and determining a target available torque of the target vehicle according to a comparison result.

[0025] In an embodiment, the step of controlling an engine start of the target vehicle when the driving demand torque and the target available torque satisfy an engine start condition comprises:

[0026] performing torque calculation according to the target available torque and a target capability coefficient to determine a target control torque;

[0027] controlling an engine start of the target vehicle when the target control torque is less than the driving demand torque.

[0028] In an embodiment, the step of performing torque calculation according to the target available torque and a target capability coefficient to determine a target control torque further comprises:

[0029] sorting target capability torques of the target vehicle in each driving mode, and determining a target ratio torque according to a sorting result;

[0030] performing capability coefficient calculation according to the target ratio torque and an acceleration gain torque to determine an extreme capability coefficient;

[0031] determining a target capability coefficient according to the extreme capability coefficient.

[0032] In an embodiment, the step of determining the driving demand torque of the target vehicle comprises:

[0033] obtaining an acceleration pedal position of the target vehicle;

[0034] performing torque calculation according to the acceleration pedal position and the current driving speed to determine the driving demand torque of the target vehicle.

[0035] In addition, to achieve the above object, the application further provides a vehicle control device, which comprises: a processing module, configured to determine a target available torque and an acceleration gain torque of a target vehicle when a current driving position is a first pure electric position;

[0036] a control module, configured to control the current driving position of the target vehicle to switch from the first pure electric position to a second pure electric position when the target available torque is less than the acceleration gain torque;

[0037] the processing module is further configured to determine a driving demand torque of the target vehicle when the current driving position is the second pure electric position;

[0038] The control module is further configured to control the engine of the target vehicle to start when the driving demand torque and the target available torque meet an engine starting condition.

[0039] In addition, to achieve the above object, the application further provides a vehicle control device, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the vehicle control method.

[0040] In addition, to achieve the above object, the application further provides a storage medium, which is a computer readable storage medium, and the storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the vehicle control method.

[0041] The application provides a vehicle control method, which comprises the following steps: when the current driving mode is a first pure electric mode, determining a target available torque and an acceleration gain torque of a target vehicle; when the target available torque is less than the acceleration gain torque, controlling the current driving mode of the target vehicle to switch from the first pure electric mode to a second pure electric mode; when the current driving mode is the second pure electric mode, determining a driving demand torque of the target vehicle; and when the driving demand torque and the target available torque meet an engine starting condition, controlling the engine of the target vehicle to start. In this way, when the current driving mode is the first pure electric mode and the target available torque is less than the acceleration gain torque, the driving mode of the vehicle is controlled to switch; when the current driving mode is the second pure electric mode and the driving demand torque and the target available torque meet the engine starting condition, the engine of the vehicle is controlled to start, so that the switching of the pure electric driving mode is performed with priority in the case of approaching unacceptable acceleration deterioration, the smoothness of gear shifting control is ensured, and the engine is started to meet the power demand in the case of approaching unacceptable acceleration deterioration under large throttle or full throttle, so that the customer's electric experience and power demand are considered. BRIEF DESCRIPTION OF DRAWINGS

[0042] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the application and, together with the description, serve to explain the principles of the application.

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the accompanying drawings needed in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the art, other drawings can also be obtained based on these drawings without creative labor.

[0044] FIG. 1 is a flowchart of a vehicle control method according to an embodiment of the application.

[0045] Fig. 2 is a schematic diagram of acceptable large throttle minimum acceleration gain of the vehicle control method according to the embodiment of the present application;

[0046] Fig. 3 is a schematic diagram of P3 available torque and acceleration gain P3 torque curve of the vehicle control method according to the embodiment of the present application;

[0047] Fig. 4 is a schematic diagram of the flow of the vehicle control method according to the second embodiment of the present application;

[0048] Fig. 5 is a schematic diagram of minimum acceleration gain torque and maximum driving demand torque ratio of the vehicle control method according to the second embodiment of the present application;

[0049] Fig. 6 is a schematic diagram of the flow of the vehicle control method according to the second embodiment of the present application;

[0050] Fig. 7 is a schematic diagram of the module structure of the vehicle control device according to the embodiment of the present application;

[0051] Fig. 8 is a schematic diagram of the device structure of the hardware running environment involved in the vehicle control method according to the embodiment of the present application.

[0052] The object, function features and advantages of the present application will be further explained with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0053] It should be understood that the specific embodiments described herein are merely intended to explain the technical solutions of the present application, and are not intended to limit the present application.

[0054] In order to better understand the technical solutions of the present application, the following will be described in detail with reference to the accompanying drawings and specific embodiments.

[0055] The main solution of the embodiment of the present application is: when the current driving site is a first pure electric site, determining a target available torque and an acceleration gain torque of a target vehicle; when the target available torque is less than the acceleration gain torque, controlling the current driving site of the target vehicle to switch from the first pure electric site to a second pure electric site; when the current driving site is the second pure electric site, determining a driving demand torque of the target vehicle; when the driving demand torque and the target available torque satisfy an engine starting condition, controlling the engine of the target vehicle to start.

[0056] Based on the current multi-mode hybrid dedicated gearbox hardware system structure characteristics, the series connection, EV and ECVT modes can all achieve pure electric driving, but in the process of pure electric driving, the planetary carrier mechanism is in idle operation under the ECVT mode, and the overall drag force distance ratio is slightly larger than that of the series connection and EV positions decoupled from the wheel end, so the energy consumption of pure electric driving under the ECVT mode will be slightly larger; in addition, considering that only sequential shifting can be supported during shifting, after starting in series connection at high vehicle speed, it cannot be quickly switched to a high direct drive gear position, and it may also be unable to shift due to the vehicle speed being too high to exceed the maximum engine speed of the 1st direct drive gear, so the EV position is usually set as the pure electric driving position in control; when the engine starts, it is shifted to the ECVT position, and the P1 generator positive torque will start the engine by taking the wheel end as the fulcrum. From the EV (Electric Vehicle, pure electric mode) position to the ECVT (Electronically Controlled Variable Transmission, electronically controlled continuously variable transmission) position, and then start the engine to provide power torque, the whole time needs 2-3s, and in this process, the wheel end power torque can only be provided by P3 within the available torque range, and under normal circumstances, i.e. high battery SOC (State of Charge, state of charge) and suitable temperature, the demand for power of the customer can be met, but as the high-voltage battery pack SOC decreases, or in low-temperature and high-temperature conditions, the battery allowable discharge power will decrease, and the available torque of the P3 motor will decrease, and in the case of high vehicle speed and large throttle acceleration, the persistent power is weak, which will be more prominent and cause complaints.

[0057] The application controls the vehicle to switch the driving position when the current driving position is the first pure electric position and the target available torque is less than the acceleration gain torque, and controls the engine of the vehicle to start when the current driving position is the second pure electric position and the driving demand torque and the target available torque meet the engine starting condition, so that the switching of the pure electric driving position is performed with power priority before the unacceptable acceleration deterioration, the smoothness of the gear shifting control is ensured, and the engine is started to meet the power demand before the unacceptable acceleration deterioration under the condition of large throttle or full throttle, so that the customer's electric experience and power demand are considered.

[0058] The execution subject of the embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device, a vehicle control device, etc. capable of realizing the above functions. The embodiment and the following embodiments are described below taking the vehicle control device as an example.

[0059] Based on this, the embodiment of the present application provides a vehicle control method. Referring to FIG. 1, FIG. 1 is a flowchart of a first embodiment of the vehicle control method of the present application.

[0060] In the embodiment, the vehicle control method comprises steps S10-S40.

[0061] Step S10, when the current driving position is a first pure electric position, determining a target available torque of a target vehicle and an acceleration gain torque.

[0062] The first pure electric position refers to an EV position, and the target available torque refers to P3 available power P3 of the target vehicle. _avail Corresponding available torque T P3_avail In the embodiment, the P3 available torque / power is the maximum torque / power that can be used by the P3 driving motor, which is mainly limited by the battery permitted discharge power and the P3 peak power. The acceleration gain torque refers to P3 torque T that meets the acceleration gain requirement at the current vehicle speed. P3_a .

[0063] In an embodiment, step S10 can comprise steps A11-A13.

[0064] Step A11, determining a current driving speed of the target vehicle and a battery discharge power according to current running information of the target vehicle.

[0065] The current running information includes but is not limited to the current driving speed of the target vehicle, the battery discharge power, and the acceleration pedal position and the like. In the embodiment, the battery discharge power P Bms refers to the battery permitted discharge power, which varies with SOC and battery pack temperature. The battery permitted discharge power is also the maximum power that the high-voltage battery pack permits to discharge and use, and the maximum discharge power of 10s is usually used.

[0066] Step A12, determining the acceleration gain torque of the target vehicle according to the current driving speed and a first transmission coefficient.

[0067] The first transmission coefficient K2 refers to the transmission coefficient of the P3 motor torque transmitted to the wheel end torque. The corresponding acceleration gain can be determined through the current driving speed, the wheel edge required torque of the target vehicle can be calculated based on the acceleration gain, and the acceleration gain torque T of the target vehicle can be determined through torque calculation according to the wheel edge required torque and the first transmission coefficient. P3_a .

[0068] Step A13, determining the target available torque of the target vehicle according to the battery discharge power and the current driving speed.

[0069] The battery discharge power P BmsCurrent vehicle speed V combined with available power P3 _avail The target available torque T of the target vehicle can be calculated. P3_avail .

[0070] In one embodiment, step A12 may include steps B11 to B13:

[0071] Step B11: Find the target acceleration gain corresponding to the current driving speed in the acceleration gain mapping relationship.

[0072] During vehicle drivability development, for the target vehicle, the required acceleration gain under different accelerator pedal openings is determined through testing. Based on the above premise, the minimum acceptable acceleration gain requirement for high throttle is further determined, as shown in Figure 2. This allows for the determination of the minimum acceptable acceleration gain requirement for high throttle at different vehicle speeds in different modes, thus obtaining the acceleration gain mapping relationship. In this embodiment, the acceleration gain mapping relationship is used to characterize the minimum acceptable acceleration gain for high throttle at different vehicle speeds in different modes.

[0073] The minimum acceptable acceleration gain at maximum throttle is found in the acceleration gain mapping relationship at the current vehicle speed under the first pure electric operating position. In this embodiment, the target acceleration gain refers to the minimum acceptable acceleration gain at maximum throttle at the current vehicle speed under the first pure electric operating position.

[0074] Step B12: Calculate the torque based on the target acceleration gain and the vehicle configuration parameters of the target vehicle to determine the wheel-side torque requirement of the target vehicle.

[0075] Vehicle configuration parameters include, but are not limited to, the target vehicle's total mass m, tire radius r, and other parameters. Based on the target acceleration gain a, the vehicle command m, the tire radius r, and the gravitational acceleration g, the wheel-side torque requirement T of the target vehicle can be calculated. wheel = m × g × a × r. In this embodiment, the gravitational acceleration g is taken as 9.8 m / s².

[0076] Step B13: Calculate the torque based on the wheel-side required torque and the first transmission coefficient to determine the acceleration gain torque of the target vehicle.

[0077] Based on the required torque T at the wheel end wheel With the first transmission coefficient K2, the acceleration gain torque T of the target vehicle can be calculated. P3_a =T wheel / K2.

[0078] In one feasible implementation, step A13 may include steps C11 to C14:

[0079] Step C11, determine the target discharge power by calculating the difference between the reserved discharge power and the battery discharge power.

[0080] Reserved discharge power P reserved It refers to the reserved discharge power, which can be set by the user according to the demand. In this embodiment, the reserved discharge power P reserved It can be used to start the engine and also can be used as the electric power for gear shifting control.

[0081] Calculate the difference between the reserved discharge power P reserved And the battery discharge power P Bms To obtain the target discharge power P Bms -P reserved .

[0082] Step C12, compare the target discharge power with the motor peak power to determine the motor available power according to the comparison result.

[0083] The motor peak power refers to the P3 driving motor peak power P P3 In this embodiment, the motor peak power is related to the motor characteristics and generally does not change with the environment. Compare the target discharge power P Bms -P reserved With the motor peak power P P3 Take the minimum value of the two to obtain the P3 available power P3 _avail = Min (P P3 , P Bms -P reserved ). In this embodiment, the motor available power refers to the P3 available power P3 _avail .

[0084] Step C13, determine the target comparison torque by torque calculation according to the motor available power, the current driving speed and the second transmission coefficient.

[0085] The second transmission coefficient K1 refers to the transmission coefficient of the wheel end speed to the P3 motor wheel speed. The P3 motor is coupled with the wheel end to convert with a fixed transmission coefficient. Based on the motor available power P3 _avail , the current driving speed V and the second transmission coefficient, the torque calculation K1 can obtain the target comparison torque P3_avail×9550 / V / K1.

[0086] Step C14, compare the target comparison torque with the motor peak torque to determine the target available torque of the target vehicle according to the comparison result.

[0087] Compare the target comparison torque P3_avail×9550 / V / K1 with the motor peak torque TP3 The minimum of the two is taken to obtain the target available torque TP3_avail = MIN(P3_avail x 9550 / V / K1, T P3 ).

[0088] Step S20, when the target available torque is less than the acceleration gain torque, controlling the current driving position of the target vehicle to switch from the first pure electric position to a second pure electric position.

[0089] When the target available torque is less than the acceleration gain torque, it means that the target available torque cannot meet the acceleration gain torque at this time, and in order to ensure that the user will not cause long power weak phenomenon due to gear shifting when starting the engine in subsequent full throttle, the current driving position of the target vehicle is controlled to switch from the first pure electric position to the second pure electric position. In this embodiment, the second pure electric position refers to the ECVT position. As shown in FIG. 3, the target available torque and the acceleration gain torque are compared to determine the available torque T P3_avail After a certain vehicle speed, the minimum acceptable acceleration gain cannot be met.

[0090] Step S30, when the current driving position is the second pure electric position, determining the driving demand torque of the target vehicle.

[0091] When the current driving position is the second pure electric position, the driving demand torque T drive of the target vehicle is determined. In this embodiment, the driving demand torque of the target vehicle is jointly determined by the acceleration pedal position of the target vehicle and the vehicle speed.

[0092] In an embodiment, step S30 can include steps D11-D12:

[0093] Step D11, obtaining the acceleration pedal position of the target vehicle.

[0094] Step D12, performing torque calculation according to the acceleration pedal position and the current driving speed to determine the driving demand torque of the target vehicle.

[0095] The acceleration pedal position is obtained by a sensor, and the driving demand torque of the target vehicle is determined by torque calculation combining the acceleration pedal position, the current driving speed, the road condition, the battery state and the motor capacity. In this embodiment, the deeper the pedal position, the higher the required torque; at the same pedal position, different vehicle speeds may require different torques to maintain or change the speed.

[0096] Step S40, when the driving demand torque and the target available torque meet the engine starting condition, controlling the engine of the target vehicle to start.

[0097] When the driving demand torque exceeds the target available torque to a certain extent, it indicates that the driving demand torque and the target available torque meet the engine starting condition, and the engine of the target vehicle is controlled to start at this time.

[0098] The embodiment provides a vehicle control method. The embodiment determines the target available torque and the acceleration gain torque of the target vehicle when the current driving position is the first pure electric position; controls the current driving position of the target vehicle to switch from the first pure electric position to the second pure electric position when the target available torque is less than the acceleration gain torque; determines the driving demand torque of the target vehicle when the current driving position is the second pure electric position; and controls the engine of the target vehicle to start when the driving demand torque and the target available torque meet the engine starting condition. In the above manner, when the current driving position is the first pure electric position and the target available torque is less than the acceleration gain torque, the driving position of the vehicle is controlled to switch; when the current driving position is the second pure electric position and the driving demand torque and the target available torque meet the engine starting condition, the engine of the vehicle is controlled to start, so that the switching of the pure electric driving position is performed with power priority before the unacceptable acceleration deterioration, the smoothness of the gear shifting control is ensured, and the engine is started to meet the power demand before the unacceptable acceleration deterioration in the case of full throttle or full throttle, so that the customer's electric experience and power demand are considered.

[0099] Based on the first embodiment of the application, in the second embodiment of the application, the same or similar contents as the above embodiment one can refer to the above introduction, and the subsequent will not be described in detail. On this basis, please refer to FIG. 4, in step S40, the vehicle control method further includes steps S41-S42:

[0100] In step S41, the target control torque is determined by torque calculation according to the target available torque and the target capability coefficient.

[0101] The target capability coefficient is used to reflect the degree coefficient K of the driving demand torque exceeding a certain available torque level . The target control torque T P3_avail ×K level is determined by torque calculation according to the target available torque and the target capability coefficient.

[0102] In an embodiment, before step S41, the vehicle control method further includes steps E11-E13:

[0103] In step E11, the target capability torque of the target vehicle in each driving mode is sorted, and the target ratio torque is determined according to the sorting result.

[0104] The maximum torque capacity of the target vehicle under each driving mode is obtained. In this embodiment, the target capacity torque under each driving mode refers to the maximum torque capacity of the target vehicle under each driving mode. The target capacity torque under each driving mode includes, but is not limited to, the target capacity torque under EV mode, ECVT mode, 1st gear, 2nd gear, 3rd gear, 4th gear direct drive mode, which are T EV , T ecvt , T 1st , T 2nd , T 3rd , T 4th , respectively. The target capacity torque under each driving mode is sorted, and the minimum value is taken as the target ratio torque T max = Min(T EV , T ecvt , T 1st , T 2nd , T 3rd , T 4th ). In this embodiment, the target ratio torque also represents the maximum driving demand torque.

[0105] Step E12, the extreme capacity coefficient is determined according to the target ratio torque and the acceleration gain torque.

[0106] According to the target ratio torque T max and the minimum acceleration gain torque T P3_a , the extreme capacity coefficient K max = T max / T P3_a is determined.

[0107] Step E13, the target capacity coefficient is determined according to the extreme capacity coefficient.

[0108] According to the user's setting demand, the target capacity coefficient K level is set, but the target capacity coefficient K level must be less than the extreme capacity coefficient; or the target capacity coefficient can be obtained by subtracting ΔK from the extreme capacity coefficient.

[0109] Step S42, when the target control torque is less than the driving demand torque, the engine of the target vehicle is started.

[0110] When the target control torque T P3_avail × K level is less than the driving demand torque T drive , the engine of the target vehicle is started. Otherwise, the engine is not started.

[0111] Generally, the driving demand torque T driveP3 available torque capability T P3_avail When the driving demand torque T exceeds the P3 available torque capability T, the engine needs to be started to meet the power demand, but considering the user's experience, to avoid complaints caused by the engine starting frequently or easily, the engine is also started according to the minimum acceptable acceleration gain of the customer, that is, the driving demand torque exceeds the P3 available torque by a certain degree, that is, the ratio of the driving demand torque to the P3 available torque capability K = T drive / T P3_avail is greater than a certain degree K level , the engine is started. As shown in FIG. 5, in the case of different battery discharge powers, combined with FIG. 3, the speed boundary line of the full throttle pure electric switching position can be determined. In the case of full throttle pure electric driving, the pure electric driving available torque cannot meet the minimum acceleration gain before the engine needs to be started to provide engine torque to meet the minimum acceleration gain torque demand at the wheel end. Therefore, in the case of a certain battery available discharge power P Bms , K level needs to be less than the corresponding K max , that is, at least to ensure that the engine needs to be started to provide power before the minimum acceleration gain cannot be met in the full throttle case, K level is smaller, which means that the engine is easier to start.

[0112] The embodiment provides a vehicle control method, and the embodiment determines a target control torque by performing torque calculation according to the target available torque and the target capability coefficient; and controls the engine of the target vehicle to start when the target control torque is less than the driving demand torque. In the foregoing manner, the engine can be started in time to meet the power demand, and the user's experience and the power demand are taken into account.

[0113] In an embodiment, to facilitate understanding of the implementation process of the vehicle control method obtained after the above-mentioned embodiment one, refer to FIG. 6, which provides a brief flowchart of a vehicle control method, in particular:

[0114] The vehicle control method of the embodiment determines a pure electric initial position, compares the P3 available torque corresponding to the pure electric driving under different battery discharge powers P Bms with the P3 demand torque corresponding to the wheel edge demand acceleration gain, and determines a demarcation point that meets the acceleration gain demand. The P3 capability starting determination is usually that the driving demand torque T drive exceeds the P3 available torque capability T P3_avail , the engine needs to be started to meet the power demand, but considering the user's experience, to avoid complaints caused by the engine starting frequently or easily, the engine is also started according to the minimum acceptable acceleration gain of the customer, that is, the driving demand torque exceeds the P3 available torque by a certain degree, that is, the ratio of the driving demand torque to the P3 available torque capability K = T drive / T P3_avail greater than a certain degree K level Start the engine.

[0115] The method of the embodiment is based on the acceleration gain index acceptable to the customer at each speed under the large throttle demand, and according to the available torque / power of the P3 motor, the EV site is switched to the ECVT site in priority to power before the unacceptable acceleration deterioration occurs. At the same time, according to the P3 motor available power and the vehicle speed, a suitable coefficient is calculated, and the engine is started to meet the power demand before the unacceptable acceleration deterioration occurs under the large throttle or full throttle condition, taking into account the customer's electrical experience and power demand. The following problems are solved: as the high-voltage battery pack SOC decreases, or in low-temperature high-temperature conditions, the battery discharge power will decrease, and the P3 available torque will decrease. In the case of large throttle acceleration at medium and high speed, the persistent power will be more prominent, causing complaints.

[0116] The above examples are only for understanding the present application and do not constitute a limitation on the vehicle control method of the present application. More forms of simple transformation based on this technical concept are within the protection scope of the present application.

[0117] The present application also provides a vehicle control device, please refer to Figure 7, the vehicle control device comprises:

[0118] The processing module 10 is configured to determine a target available torque and an acceleration gain torque of a target vehicle when a current driving site of the target vehicle is a first pure electric site.

[0119] The control module 20 is configured to switch the current driving site of the target vehicle from the first pure electric site to a second pure electric site when the target available torque is less than the acceleration gain torque.

[0120] The processing module 10 is further configured to determine a driving demand torque of the target vehicle when the current driving site of the target vehicle is the second pure electric site.

[0121] The control module 20 is further configured to start an engine of the target vehicle when the driving demand torque and the target available torque satisfy an engine starting condition.

[0122] In an embodiment, the processing module 10 is further configured to:

[0123] determine a current driving speed and a battery discharge power of the target vehicle according to current running information of the target vehicle; determine the acceleration gain torque of the target vehicle according to the current driving speed and a first transmission coefficient; and determine the target available torque of the target vehicle according to the battery discharge power and the current driving speed.

[0124] In an embodiment, the processing module 10 is further configured to:

[0125] The target acceleration gain corresponding to the current driving speed is searched in an acceleration gain mapping relationship; the wheel-side required torque of the target vehicle is determined by performing torque calculation according to the target acceleration gain and a vehicle configuration parameter of the target vehicle; and the acceleration gain torque of the target vehicle is determined by performing torque calculation according to the wheel-side required torque and a first transmission coefficient.

[0126] In an embodiment, the processing module 10 is further configured to:

[0127] The target discharge power is determined by performing difference calculation according to the reserved discharge power of the target vehicle and the battery discharge power; the motor available power is determined by comparing the target discharge power with the motor peak power according to a comparison result; the target comparison torque is determined by performing torque calculation according to the motor available power, the current driving speed and a second transmission coefficient; and the target available torque of the target vehicle is determined by comparing the target comparison torque with the motor peak torque according to a comparison result.

[0128] In an embodiment, the control module 20 is further configured to:

[0129] The target control torque is determined by performing torque calculation according to the target available torque and a target capability coefficient; and the engine of the target vehicle is started when the target control torque is less than the driving demand torque.

[0130] In an embodiment, the control module 20 is further configured to:

[0131] The target capability torques of the target vehicle in each driving mode are sorted, and the target ratio torque is determined according to a sorting result; the extreme value capability coefficient is determined by performing capability coefficient calculation according to the target ratio torque and the acceleration gain torque; and the target capability coefficient is determined according to the extreme value capability coefficient.

[0132] In an embodiment, the processing module 10 is further configured to:

[0133] The acceleration pedal position of the target vehicle is acquired; and the driving demand torque of the target vehicle is determined by performing torque calculation according to the acceleration pedal position and the current driving speed.

[0134] The vehicle control device provided in the present application adopts the vehicle control method in the above embodiments, and can solve the technical problem that the smoothness of shift control, the electric experience and the user's demand for large power cannot be considered simultaneously when the multi-mode hybrid power assembly is running in the prior art. Compared with the prior art, the vehicle control device provided in the present application has the same beneficial effects as the vehicle control method provided in the above embodiments, and other technical features in the vehicle control device are the same as the features disclosed in the above embodiments, which will not be repeated here.

[0135] The present application provides a vehicle control device, comprising: at least one processor; and a memory connected with the at least one processor in communication; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle control method in the above embodiment one.

[0136] Reference is made to FIG. 8, which shows a structural schematic diagram of a vehicle control device suitable for implementing the embodiments of the present application. The vehicle control device in the embodiments of the present application can include, but is not limited to, mobile terminals such as mobile phones, notebook computers, digital broadcast receivers, PDAs (Personal Digital Assistant), PADs (Portable Application Description), PMPs (Portable Media Player), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), and the like, and fixed terminals such as digital TVs, desktop computers, and the like. The vehicle control device shown in FIG. 8 is only an example, and should not bring any limitation to the functions and use range of the embodiments of the present application.

[0137] As shown in FIG. 8, the vehicle control device can include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.) that can perform various appropriate actions and processes in accordance with a program stored in a read only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. In the RAM 1004, various programs and data required for the operation of the vehicle control device are also stored. The processing device 1001, the ROM 1002, and the RAM 1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; the storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle control device to communicate wirelessly or wired with other devices to exchange data. Although the vehicle control device with various systems is shown in the figure, it should be understood that all the shown systems are not required to be implemented or possessed. More or less systems can be alternatively implemented or possessed.

[0138] According to embodiments disclosed herein, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, embodiments disclosed herein include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by a communication device, or installed from the storage device 1003, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the methods of the embodiments disclosed herein are performed.

[0139] The vehicle control device provided herein employs the vehicle control method of the above embodiments, and can solve the technical problem that the smoothness of shift control, the electric experience, and the user's demand for large power cannot be considered simultaneously when the multi-mode hybrid power assembly is running in the prior art. Compared with the prior art, the vehicle control device provided herein has the same beneficial effects as the vehicle control method provided in the above embodiments, and other technical features in the vehicle control device are the same as those disclosed in the previous embodiment, which will not be repeated here.

[0140] It should be understood that various aspects of the disclosure can be implemented in hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any appropriate manner in any one or more embodiments or examples.

[0141] The above description is merely illustrative of the application and is not intended to limit the scope of the application. Any variations and modifications that can be made by any person skilled in the art within the spirit and scope of the application are intended to be encompassed by the application. Therefore, the scope of the application should be determined by the appended claims.

[0142] The application provides a computer-readable storage medium having stored thereon computer-readable program instructions (i.e., a computer program) for performing the vehicle control method in the above-described embodiments.

[0143] The computer-readable storage medium provided by the application may, for example, be a U disk, but is not limited to an electric, magnetic, optical, electromagnetic, infrared, or semiconductor system, system, or device, or any combination thereof. More specific examples of the computer-readable storage medium can include, but are not limited to, an electric connection having one or more conductive wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any appropriate combination thereof. In the present embodiment, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium can be transmitted by any appropriate medium, including but not limited to an electric wire, an optical cable, an RF (Radio Frequency), etc., or any appropriate combination thereof.

[0144] The above-described computer-readable storage medium can be included in a vehicle control device; or can exist separately without being assembled into a vehicle control device.

[0145] The computer readable storage medium described above carries one or more programs, when the one or more programs are executed by the vehicle control device, cause the vehicle control device to: determine a target available torque and an acceleration gain torque of a target vehicle when a current driving mode of the target vehicle is a first pure electric mode; control the current driving mode of the target vehicle to switch from the first pure electric mode to a second pure electric mode when the target available torque is less than the acceleration gain torque; determine a driving demand torque of the target vehicle when the current driving mode of the target vehicle is the second pure electric mode; and control an engine of the target vehicle to start when the driving demand torque and the target available torque satisfy an engine start condition.

[0146] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0147] The computer program instructions can also be loaded onto a computer or other programmable information processing apparatus to cause a series of operations to be performed on the computer or other programmable information processing apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable information processing apparatus implement the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0148] The modules described in the embodiments of the present application can be implemented in the form of software or in the form of hardware. In some cases, the name of the module does not constitute a limitation on the module itself.

[0149] The readable storage medium provided by the present application is a computer readable storage medium, which stores computer readable program instructions (i.e., a computer program) for executing the vehicle control method described above, and can solve the technical problem that the smoothness of shift control, the electric experience and the large power demand of users cannot be considered at the same time when the multi-mode hybrid power assembly is running in the prior art. Compared with the prior art, the computer readable storage medium provided by the present application has the same beneficial effects as the vehicle control method provided by the above embodiments, and will not be described here.

[0150] The present application also provides a computer program product comprising a computer program, which, when executed by a processor, implements the steps of the vehicle control method as described above.

[0151] The computer program product provided by the present application can solve the technical problem that the smoothness of shift control, the electric experience and the large power demand of users cannot be considered at the same time when the multi-mode hybrid power assembly is running in the prior art. Compared with the prior art, the computer program product provided by the present application has the same beneficial effects as the vehicle control method provided by the above embodiments, and will not be described here.

[0152] The above only describes some embodiments of the present application, and does not limit the patent scope of the present application. Any equivalent structural transformation, direct / indirect application in other related technical fields based on the technical concept of the present application, and the content of the present application and the accompanying drawings are included in the patent protection scope of the present application.

Claims

1. A vehicle control method in which, The vehicle control method comprises: When the current driving position is a first pure electric position, determining a target available torque and an acceleration gain torque of a target vehicle; When the target available torque is less than the acceleration gain torque, controlling the current driving position of the target vehicle to switch from the first pure electric position to a second pure electric position; When the current driving position is the second pure electric position, determining a driving demand torque of the target vehicle; When the driving demand torque and the target available torque satisfy an engine starting condition, controlling the engine of the target vehicle to start.

2. The method of claim 1, wherein, The step of determining the target available torque and the acceleration gain torque of the target vehicle comprises: determining a current driving speed and a battery discharge power of the target vehicle according to current operation information of the target vehicle; determining the acceleration gain torque of the target vehicle according to the current driving speed and a first transmission coefficient; determining the target available torque of the target vehicle according to the battery discharge power and the current driving speed.

3. The method of claim 2, wherein, The step of determining the acceleration gain torque of the target vehicle according to the current driving speed and the first transmission coefficient comprises: looking up a target acceleration gain corresponding to the current driving speed in an acceleration gain mapping relationship; performing torque calculation according to the target acceleration gain and vehicle configuration parameters of the target vehicle to determine a wheel edge demand torque of the target vehicle; performing torque calculation according to the wheel edge demand torque and the first transmission coefficient to determine the acceleration gain torque of the target vehicle.

4. The method of claim 2, wherein, The step of determining the target available torque of the target vehicle according to the battery discharge power and the current driving speed comprises: performing difference calculation according to a reserved discharge power of the target vehicle and the battery discharge power to determine a target discharge power; comparing the target discharge power with a motor peak power to determine a motor available power according to a comparison result; performing torque calculation according to the motor available power, the current driving speed and a second transmission coefficient to determine a target comparison torque; comparing the target comparison torque with a motor peak torque to determine the target available torque of the target vehicle according to a comparison result.

5. The method of claim 1, wherein, The step of controlling the engine of the target vehicle to start when the driving demand torque and the target available torque satisfy the engine starting condition comprises: performing torque calculation according to the target available torque and a target capability coefficient to determine a target control torque; controlling the engine of the target vehicle to start when the target control torque is less than the driving demand torque.

6. The method of claim 5, wherein, Before the step of performing torque calculation according to the target available torque and the target capability coefficient to determine the target control torque, the method further comprises: sorting target capability torques of the target vehicle in each driving mode, and determining a target ratio torque according to a sorting result; performing capability coefficient calculation according to the target ratio torque and the acceleration gain torque to determine an extreme value capability coefficient; determining the target capability coefficient according to the extreme value capability coefficient.

7. The method of any one of claims 1 to 6, wherein, The step of determining the driving demand torque of the target vehicle comprises: obtaining an acceleration pedal position of the target vehicle; The torque calculation is performed according to the accelerator pedal position and the current driving speed, and a driving demand torque of the target vehicle is determined.

8. A vehicle control device, wherein, The vehicle control device comprises: a processing module configured to determine a target available torque and an acceleration gain torque of the target vehicle when the current driving mode is a first pure electric driving mode; a control module configured to control the current driving mode of the target vehicle to switch from the first pure electric driving mode to a second pure electric driving mode when the target available torque is less than the acceleration gain torque; the processing module is further configured to determine a driving demand torque of the target vehicle when the current driving mode is the second pure electric driving mode; the control module is further configured to control an engine of the target vehicle to start when the driving demand torque and the target available torque satisfy an engine starting condition.

9. A vehicle control apparatus wherein, The vehicle control device comprises a memory, a processor, and a vehicle control program stored in the memory and executable on the processor, and the vehicle control program is configured to implement the vehicle control method according to any one of claims 1 to 7.

10. A storage medium, wherein, The storage medium stores a vehicle control program, and the vehicle control program is executed by a processor to implement the vehicle control method according to any one of claims 1 to 7.

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