CN115140013A

CN115140013A - Power assembly, power generation control method thereof, medium and electronic equipment

Info

Publication number: CN115140013A
Application number: CN202110341155.1A
Authority: CN
Inventors: 王吉全; 陈志乐; 张磊; 许伯良; 王春生
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-03-30
Filing date: 2021-03-30
Publication date: 2022-10-04

Abstract

The disclosure relates to a power assembly for a hybrid vehicle, a power generation control method, a medium and electronic equipment of the power assembly, belongs to the field of hybrid vehicles, and can improve the power protection performance of the whole vehicle. A powertrain power generation control method for a hybrid vehicle, comprising: acquiring an initial engine starting power threshold value, an SOC balance point and an SOC actual value of the storage battery; under the condition that the SOC actual value is smaller than or equal to the SOC balance point, calculating an engine starting power correction threshold value based on the difference value of the SOC balance point and the SOC actual value and the initial engine starting power threshold value; controlling the engine start and the generator to generate power based on the required power of the hybrid vehicle and the engine start power correction threshold.

Description

Power assembly, power generation control method thereof, medium and electronic equipment

Technical Field

The present disclosure relates to the field of hybrid vehicles, and in particular, to a powertrain for a hybrid vehicle, a power generation control method, a medium, and an electronic device thereof.

Background

At present, the engine power generation strategy of the hybrid vehicle is as follows: determining whether to start or stop the engine according to the actual State of Charge (SOC) and the required power of the hybrid vehicle; then, after the engine is started, whether the engine generates power or not is determined according to the current actual SOC value and the value of the SOC balance point.

Generally, a driver of a hybrid vehicle may adjust the SOC balance point to be high, for example, 70% or the like, in a certain usage scenario. Under the condition, if a working condition (for example, an urban congestion working condition) that the required power is always small is met, the engine is always in a stop state due to the power generation strategy, so that the whole vehicle continuously runs with pure electricity, and finally the SOC cannot keep the SOC balance point set by the driver, so that the electricity-preserving performance of the whole vehicle is poor.

Disclosure of Invention

The invention aims to provide a power assembly for a hybrid vehicle, a power generation control method, a medium and electronic equipment of the power assembly, which can improve the power conservation performance of the whole vehicle.

According to a first embodiment of the present disclosure, there is provided a powertrain power generation control method for a hybrid vehicle, including: acquiring an initial engine starting power threshold value, an SOC balance point and an SOC actual value of the storage battery; under the condition that the SOC actual value is smaller than or equal to the SOC balance point, calculating an engine starting power correction threshold value based on the difference value between the SOC balance point and the SOC actual value and the initial engine starting power threshold value; controlling the engine start and the generator to generate power based on the required power of the hybrid vehicle and the engine start power correction threshold.

Alternatively, the initial engine start power threshold is determined based on a vehicle speed of the hybrid vehicle and the actual value of the SOC.

Optionally, when the vehicle speed is a fixed value, the initial engine starting power threshold value is positively correlated with the actual value of the SOC; when the SOC actual value is a fixed value and the vehicle speed is less than or equal to a preset vehicle speed threshold value, the initial engine starting power threshold value is positively correlated with the vehicle speed; and when the actual SOC value is a fixed value and the vehicle speed is greater than the preset vehicle speed threshold value, the initial engine starting power threshold value is a fixed value.

Optionally, said calculating an engine start power correction threshold based on the difference between the SOC balance point and the actual SOC value and the initial engine start power threshold comprises: multiplying the initial engine starting power threshold value by a correction coefficient to obtain an engine starting power correction threshold value; wherein the correction coefficient is equal to 1 in the case where a difference between the SOC balance point and the SOC actual value is equal to 0; under the condition that the difference value between the SOC balance point and the SOC actual value is smaller than a preset difference threshold value and larger than 0, the correction coefficient is smaller than or equal to 1; and under the condition that the difference value between the SOC balance point and the SOC actual value is greater than or equal to the preset difference threshold value, the correction coefficient is equal to 0.

Optionally, the correction coefficient is inversely related to a difference between the SOC balance point and the SOC actual value when the difference between the SOC balance point and the SOC actual value is smaller than the preset difference threshold and larger than 0.

Optionally, the controlling the engine start and the generator generation based on the required power of the hybrid vehicle and the engine start power correction threshold includes: and controlling the engine to start and the generator to generate power when the required power is greater than or equal to the engine starting power correction threshold.

Optionally, after the engine is started, the method further comprises: and under the condition that the required power is less than or equal to the difference value between the engine starting power correction threshold and the preset return difference power, controlling the engine to stop.

Optionally, after controlling the generator to generate power, the method further comprises: and controlling the generator to stop generating power under the condition that the actual SOC value is greater than or equal to the sum of the SOC balance point and a preset SOC return difference.

According to a second embodiment of the present disclosure, there is provided a powertrain for a hybrid vehicle, including: an engine, a generator, and a battery; the acquisition module is used for acquiring an initial engine starting power threshold value, an SOC balance point and an SOC actual value of the storage battery; the calculation module is used for calculating an engine starting power correction threshold value based on the difference value between the SOC balance point and the SOC actual value and the initial engine starting power threshold value under the condition that the SOC actual value is smaller than or equal to the SOC balance point; a control module to control the engine start and the generator to generate power based on a power demand of the hybrid vehicle and the engine start power correction threshold.

Optionally, the computing module is further configured to: multiplying the initial engine starting power threshold value by a correction coefficient to obtain an engine starting power correction threshold value; wherein the correction coefficient is equal to 1 in the case where a difference between the SOC balance point and the SOC actual value is equal to 0; under the condition that the difference value between the SOC balance point and the SOC actual value is smaller than a preset difference threshold value and larger than 0, the correction coefficient is smaller than or equal to 1; and under the condition that the difference value between the SOC balance point and the SOC actual value is larger than or equal to the preset difference threshold value, the correction coefficient is equal to 0.

Optionally, the control module is further configured to: and controlling the engine to start and the generator to generate power when the required power is greater than or equal to the engine starting power correction threshold.

Optionally, the control module is further configured to control the engine to stop when the required power is less than or equal to a difference between the engine starting power correction threshold and a preset back differential power after the engine is started.

Optionally, the control module is further configured to, after controlling the generator to generate power, control the generator to stop generating power when the SOC actual value is greater than or equal to a sum of the SOC balance point and a preset SOC return difference.

According to a third embodiment of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to the first embodiment of the present disclosure.

According to a fourth embodiment of the present disclosure, there is provided an electronic apparatus including: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to carry out the steps of the method according to the first embodiment of the disclosure.

By adopting the above distinguishing technical characteristics, since the engine starting power correction threshold can be calculated based on the difference between the SOC balance point and the SOC actual value and the initial engine starting power threshold under the condition that the SOC actual value is less than or equal to the SOC balance point, that is, the initial engine starting power threshold is corrected by using the SOC balance point as a reference, the engine can be started more easily, so that the starting probability of the engine can be increased, and the noise problem caused by the starting of the engine under the working conditions such as in-situ and the like can be avoided. Moreover, because the engine is started on the premise of generating power by the engine, the generator can generate power after the engine is started so as to keep the SOC balance point set by a driver, and thus the power-keeping performance of the whole vehicle is improved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure, but do not constitute a limitation of the disclosure. In the drawings:

fig. 1 is a flowchart of a powertrain power generation control method for a hybrid vehicle according to an embodiment of the present disclosure.

Fig. 2 is still another flowchart of a powertrain power generation control method for a hybrid vehicle according to an embodiment of the present disclosure.

FIG. 3 is a schematic block diagram of a powertrain for a hybrid vehicle according to one embodiment of the present disclosure.

FIG. 4 is a block diagram illustrating an electronic device in accordance with an example embodiment.

Detailed Description

The following detailed description of the embodiments of the disclosure refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

Fig. 1 is a flowchart of a powertrain power generation control method for a hybrid vehicle according to an embodiment of the present disclosure. The power assembly comprises an engine, a generator and a storage battery, wherein the engine can drive the generator to generate electricity so as to charge the storage battery. As shown in fig. 1, the method includes the following steps S11 to S13.

In step S11, an initial engine start power threshold value, an SOC balance point, and an actual SOC value of the battery are acquired.

SOC generally refers to the state of charge of a battery, reflecting the remaining capacity of the battery, and is a value representing the ratio of the remaining capacity to the total capacity of the battery, usually expressed as a percentage.

The SOC actual value refers to a current SOC actual value of the hybrid vehicle, which can be acquired from a battery management system of the hybrid vehicle.

The SOC balance point is a target SOC point, that is, the engine of the hybrid vehicle tries to generate power, so that the actual value of the SOC is maintained at the target SOC point as much as possible, and the purpose of maintaining the power and extending the driving range is achieved. The SOC balance point may be obtained from the driver's input on the in-vehicle multimedia.

In step S12, when the SOC actual value is equal to or less than the SOC equilibrium point, an engine start power correction threshold is calculated based on the difference between the SOC equilibrium point and the SOC actual value and the initial engine start power threshold.

In some embodiments, the initial engine start power threshold is determined based on a vehicle speed and an actual value of SOC of the hybrid vehicle. Since the actual SOC value and the vehicle speed are values obtained in real time, the initial engine starting power threshold value and the engine starting power correction threshold value are both values calculated in real time.

Namely: when the vehicle speed is a fixed value, the initial engine starting power threshold value is in positive correlation with the SOC actual value, namely when the SOC actual value is higher, the initial engine starting power threshold value is higher so as to fully utilize electric energy, and when the SOC actual value is lower, the initial engine starting power threshold value is lower so as to facilitate the starting of the engine for power generation and meet the requirement of power-preserving performance; when the SOC actual value is a fixed value and the vehicle speed is less than or equal to a preset vehicle speed threshold value, the initial engine starting power threshold value is positively correlated with the vehicle speed; when the actual SOC value is a fixed value and the vehicle speed is greater than the preset vehicle speed threshold value, the initial engine starting power threshold value is a fixed value, the preset vehicle speed threshold value can be obtained according to experiments, and the vehicle speed at a turning point where the vehicle speed no longer affects the engine starting power threshold value is used as the preset vehicle speed threshold value. In some embodiments, the preset vehicle speed threshold may be 30-50 km/h; in some embodiments, the preset vehicle speed threshold is 40km/h.

In which a two-dimensional table or functional relationship of the initial engine starting power threshold value with the vehicle speed and the actual value of the SOC may be established in advance, and then, in the actual use process, the initial engine starting power threshold value is determined in real time based on the two-dimensional table or functional relationship. Through the configuration, the initial engine starting power threshold can be determined in real time along with the change of the vehicle speed and the change of the SOC actual value in the running process of the hybrid vehicle, so that the engine can be conveniently started to generate power, and the requirement of power conservation performance is met.

In step S13, the engine start and the generator generation are controlled based on the required power of the hybrid vehicle and the engine start power correction threshold.

The engine and the generator can be in a resident connection state, namely the generator is driven to generate electricity immediately when the engine is started; the engine and the generator may be in a non-resident connection state, for example, a clutch or a synchronizer may be disposed in a transmission path between the engine and the generator, and the relevant clutch or synchronizer may be closed again when the engine is started to drive the generator to generate power.

By adopting the above distinguishing technical characteristics, since the engine starting power correction threshold can be calculated based on the difference between the SOC balance point and the SOC actual value and the initial engine starting power threshold under the condition that the SOC actual value is less than or equal to the SOC balance point, that is, the initial engine starting power threshold is corrected by using the SOC balance point as a reference, the engine can be started more easily, so that the starting probability of the engine can be increased, and the noise problem caused by the starting of the engine under the working conditions such as in-situ and the like can be avoided. Moreover, because the engine is started on the premise of generating power by the engine, the power can be generated after the engine is started so as to keep the SOC balance point set by a driver, and thus the power-keeping performance of the whole vehicle is improved.

In some embodiments, calculating the engine starting power correction threshold based on the difference between the SOC balance point and the actual value of SOC and the initial engine starting power threshold in step S12 includes: and multiplying the initial engine starting power threshold value by the correction coefficient to obtain an engine starting power correction threshold value. Under the condition that the difference value between the SOC balance point and the SOC actual value is equal to 0, the correction coefficient is equal to 1; under the condition that the difference value between the SOC balance point and the SOC actual value is smaller than a preset difference threshold value and larger than 0, the SOC actual value is closer to the SOC balance point, the requirement for starting the engine to generate power is not strong, and at the moment, the correction coefficient is smaller than or equal to 1; under the condition that the difference value between the SOC balance point and the SOC actual value is larger than or equal to the preset difference threshold value, the correction coefficient is equal to 0, and the difference value between the SOC balance point and the SOC actual value is larger than or equal to the preset difference threshold value, which shows that the difference value between the SOC balance point and the SOC actual value is larger than or equal to the preset difference threshold value, and the requirement for starting the engine to generate power is stronger, so that the engine starting power threshold value can be reduced by enabling the correction coefficient to be equal to 0, and the engine can be started more easily. The preset difference threshold may range from 5% to 10%.

In other embodiments, in the case that the difference between the SOC balance point and the SOC actual value is smaller than the preset difference threshold and larger than 0, the correction factor may be a fixed value smaller than 1, such as 0.8,0.5, etc., and of course, the correction factor may be inversely related to the difference between the SOC balance point and the SOC actual value, that is, as the difference between the SOC balance point and the actual SOC value increases, the smaller the correction factor is, so that the engine starting power threshold can be dynamically lowered as the demand for starting the engine to generate power increases, and the engine is started more easily.

Table 1 exemplarily shows a relationship between a difference between the SOC balance point and the SOC actual value and the correction coefficient, wherein the numerical values in the table are exemplary and do not constitute a limitation of the present disclosure.

SOC balance Point-SOC actual value	0	5％
			Correction factor	1	0

TABLE 1

In some embodiments, the controlling the engine start and the generator generation based on the required power of the hybrid vehicle and the engine start power correction threshold as described in step S13 includes: and controlling the engine to start and the generator to generate power under the condition that the required power is greater than or equal to the engine starting power correction threshold. Since the initial engine starting power threshold is corrected according to the above description, it is likely that the engine starting power threshold is adjusted to be very low, so that the engine can be easily started even under the working condition that the required power is very low (for example, under the working condition of urban congestion road conditions), and further, the generator can generate power after the engine is started, thereby improving the power-saving performance of the whole vehicle.

In some embodiments, after the engine is started, the powertrain power generation control method according to the embodiment of the present disclosure further includes: and under the condition that the required power is less than or equal to the difference value between the engine starting power correction threshold and the preset return difference power, controlling the engine to stop. That is, the engine stop power threshold (i.e., the difference between the engine start power correction threshold and the preset backlash power) is obtained by subtracting a certain backlash power, which may be adjusted manually or may be a constant value (e.g., 2% of the engine start power correction threshold or other values), from the engine start power correction threshold. By setting the preset return difference power, frequent starting and stopping of the engine caused by fluctuation of the required power near the engine starting power correction threshold can be avoided.

In some embodiments, after the engine is started, the powertrain power generation control method according to the embodiment of the present disclosure may further include: when the actual SOC value is less than or equal to the SOC balance point, controlling the generator to start generating power, such as controlling the generator to start generating power in situ, in series or in series-parallel; and after the generator starts generating power, controlling the generator to stop generating power under the condition that the actual SOC value is greater than or equal to the sum of the SOC balance point and the preset SOC return difference. The predetermined SOC return difference may be adjusted manually or may be a constant value (e.g., 2% or other value). Through setting up this and predetermine SOC return difference, can prevent that the condition that the generator stops immediately after the SOC actual value reaches SOC equilibrium point and leads to SOC actual value to drop immediately again, and then leads to the generator to start immediately again takes place, has avoided the generator to get into frequently and has exited the power generation state.

First, in step S201, it is determined whether the entire Vehicle is currently switched to a Hybrid Electric Vehicle (HEV) and a forced power conservation mode. In the forced power-maintaining mode, the powertrain power generation control method described above with reference to fig. 1 is executed. If yes, go to step S202, if no, go to step S212 to maintain the previous state.

In step S202, it is determined whether or not the SOC actual value is equal to or less than the SOC equilibrium point. If yes, go to step S203, otherwise return to step S201.

In step S203, the engine startup power correction threshold is calculated, and the process proceeds to step S204. How the calculation is performed has been described in the foregoing, and is not described in detail here.

In step S204, it is determined whether or not the required power is equal to or greater than an engine-on power correction threshold. If yes, go to step S205, otherwise return to step S201.

In step S205, since it is determined in step S204 that the required power is equal to or greater than the engine starting power correction threshold, the engine start is controlled in step S205, and it goes to step S206 and step S210.

In step S206, it is determined whether the engine target torque response flag is in response. If the flag is in response, it indicates that the engine start is successful, the process proceeds to step S207, and if the flag is not in response, it indicates that the engine start is not successful, the process proceeds to step S211.

In step S207, the generator is controlled to start generating power, and the process proceeds to step S208.

In step S208, it is determined whether or not the actual SOC value is equal to or greater than (SOC balance point + preset SOC return difference), and if so, the process proceeds to step S209, and if not, the process returns to step S207 to continue the power generation.

In step S209, the generator is controlled to stop generating power.

In step S210, since the engine start is controlled in step S205, it is continuously determined in step S210 whether the required power is ≦ (engine start power correction threshold — preset backlash power), and if so, it goes to step S211, and if not, it continues to step S210.

In step S211, the engine is controlled to stop.

By adopting the technical scheme, the engine starting power correction threshold can be calculated based on the difference value between the SOC balance point and the SOC actual value and the initial engine starting power threshold under the condition that the SOC actual value is less than or equal to the SOC balance point, namely the initial engine starting power threshold is corrected by taking the SOC balance point as a reference, so that the engine can be started more easily, the starting probability of the engine can be increased, and the noise problem caused by the starting of the engine under the working conditions such as in-situ and the like is avoided. Moreover, because the engine is started on the premise of generating power by the engine, the generator can generate power after the engine is started so as to keep the SOC balance point set by a driver, and thus the power-keeping performance of the whole vehicle is improved.

FIG. 3 is a powertrain for a hybrid vehicle according to one embodiment of the present disclosure. As shown in fig. 3, the power train 3 includes: an engine 34, a generator 35, and a battery 36; an obtaining module 31, configured to obtain an initial engine starting power threshold, an SOC balance point, and an SOC actual value of the battery 36; the calculation module 32 is configured to calculate an engine starting power correction threshold based on a difference between the SOC balance point and the SOC actual value and an initial engine starting power threshold when the SOC actual value is less than or equal to the SOC balance point; the control module 33 controls engine starting and generator generation based on the power demand of the hybrid vehicle and the engine starting power correction threshold.

By adopting the distinguishing technical characteristics, the engine starting power correction threshold can be calculated based on the difference value between the SOC balance point and the SOC actual value and the initial engine starting power threshold under the condition that the SOC actual value is less than or equal to the SOC balance point, namely the initial engine starting power threshold is corrected by taking the SOC balance point as a reference, so that the engine can be started more easily, the starting probability of the engine can be increased, and the noise problem caused by the starting of the engine under the working conditions such as in-situ and the like can be avoided. Moreover, because the engine is started on the premise of generating power by the generator, the generator can generate power after the engine is started so as to keep the SOC balance point set by a driver, and thus the power-keeping performance of the whole vehicle is improved.

Optionally, the calculation module 32 is further configured to: multiplying the initial engine starting power threshold value by a correction coefficient to obtain an engine starting power correction threshold value; wherein the correction coefficient is equal to 1 in the case where a difference between the SOC balance point and the SOC actual value is equal to 0; under the condition that the difference value between the SOC balance point and the SOC actual value is smaller than a preset difference threshold value and larger than 0, the correction coefficient is smaller than or equal to 1; and under the condition that the difference value between the SOC balance point and the SOC actual value is greater than or equal to the preset difference threshold value, the correction coefficient is equal to 0.

Optionally, the control module 33 is further configured to: and controlling the engine to start and the generator to generate power when the required power is greater than or equal to the engine starting power correction threshold.

Optionally, the control module 33 is further configured to control the engine to stop if the required power is less than or equal to a difference between the engine starting power correction threshold and a preset back differential power after the engine is started.

Optionally, the control module 33 is further configured to, after controlling the generator to generate power, control the generator to stop generating power if the SOC actual value is greater than or equal to a sum of the SOC balance point and a preset SOC return difference.

With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.

Fig. 4 is a block diagram of an electronic device 700 shown in accordance with an example embodiment. As shown in fig. 4, the electronic device 700 may include: a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input/output (I/O) interface 704, and a communication component 705.

The processor 701 is configured to control the overall operation of the electronic device 700, so as to complete all or part of the steps in the above-mentioned powertrain power generation control method for the hybrid vehicle. The memory 702 is used to store various types of data to support operation at the electronic device 700, such as instructions for any application or method operating on the electronic device 700 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and the like. The Memory 702 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), electrically Erasable Programmable Read-Only Memory (EEPROM), erasable Programmable Read-Only Memory (EPROM), programmable Read-Only Memory (PROM), read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia components 703 may include screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 702 or transmitted through the communication component 705. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 704 provides an interface between the processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, near Field Communication (NFC), 2G, 3G, or 4G, or a combination of one or more of them, so that the corresponding Communication component 705 may include: wi-Fi module, bluetooth module, NFC module.

In an exemplary embodiment, the electronic Device 700 may be implemented by one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), digital Signal Processing Devices (DSPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the above-described powertrain power generation control method for a hybrid vehicle.

In another exemplary embodiment, a computer readable storage medium including program instructions which, when executed by a processor, implement the steps of the above-described powertrain power generation control method for a hybrid vehicle is also provided. For example, the computer readable storage medium may be the memory 702 described above including program instructions executable by the processor 701 of the electronic device 700 to perform the engine power generation method for a hybrid vehicle described above.

The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details in the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that the various features described in the foregoing embodiments may be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure as long as it does not depart from the gist of the present disclosure.

Claims

1. A power generation control method for a powertrain of a hybrid vehicle, the powertrain including an engine, a generator, and a battery, the engine being capable of driving the generator to generate power to charge the battery, comprising:

acquiring an initial engine starting power threshold value, an SOC balance point and an SOC actual value of the storage battery;

under the condition that the SOC actual value is smaller than or equal to the SOC balance point, calculating an engine starting power correction threshold value based on the difference value between the SOC balance point and the SOC actual value and the initial engine starting power threshold value;

controlling the engine start and the generator to generate power based on the required power of the hybrid vehicle and the engine start power correction threshold.

2. The method of claim 1, wherein the initial engine start power threshold is determined based on a vehicle speed of the hybrid vehicle and the actual value of SOC.

3. The method of claim 2,

when the vehicle speed is a fixed value, the initial engine starting power threshold value is positively correlated with the actual SOC value;

when the SOC actual value is a fixed value and the vehicle speed is less than or equal to a preset vehicle speed threshold value, the initial engine starting power threshold value is in positive correlation with the vehicle speed;

and when the actual SOC value is a fixed value and the vehicle speed is greater than the preset vehicle speed threshold value, the initial engine starting power threshold value is a fixed value.

4. The method of claim 1, wherein calculating an engine start power modification threshold based on the difference between the SOC balance point and the actual SOC value and the initial engine start power threshold comprises:

multiplying the initial engine starting power threshold value by a correction coefficient to obtain an engine starting power correction threshold value;

wherein the correction coefficient is equal to 1 in the case where a difference between the SOC balance point and the SOC actual value is equal to 0;

under the condition that the difference value between the SOC balance point and the SOC actual value is smaller than a preset difference threshold value and larger than 0, the correction coefficient is smaller than or equal to 1;

in the case that the difference value between the SOC balance point and the SOC actual value is greater than or equal to the preset difference threshold value, the correction factor is equal to 0.

5. The method of claim 4, wherein the correction factor is inversely related to the difference between the SOC balance point and the SOC actual value when the difference between the SOC balance point and the SOC actual value is less than the preset difference threshold and greater than 0.

6. The method of claim 1, wherein said controlling the engine start and the generator generation based on the power demand of the hybrid vehicle and the engine start power modification threshold comprises:

and controlling the engine to start and the generator to generate power when the required power is greater than or equal to the engine starting power correction threshold.

7. The method of any one of claims 1-6, wherein after the engine is started, the method further comprises:

and under the condition that the required power is less than or equal to the difference value between the engine starting power correction threshold and the preset return difference power, controlling the engine to stop.

8. The method of any one of claims 1 to 6, wherein after controlling the generator to generate electricity, the method further comprises:

and controlling the generator to stop generating power under the condition that the actual SOC value is greater than or equal to the sum of the SOC balance point and a preset SOC return difference.

9. A powertrain for a hybrid vehicle, comprising:

an engine, a generator, and a battery;

the acquisition module is used for acquiring an initial engine starting power threshold value, an SOC balance point and an SOC actual value of the storage battery;

the calculation module is used for calculating an engine starting power correction threshold value based on the difference value between the SOC balance point and the SOC actual value and the initial engine starting power threshold value under the condition that the SOC actual value is smaller than or equal to the SOC balance point;

a control module to control the engine start and the generator to generate power based on a power demand of the hybrid vehicle and the engine start power correction threshold.

10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 8.

11. An electronic device, comprising:

a memory having a computer program stored thereon;

a processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1-8.