A Hybrid Vehicle Drive Control Method and System

Abstract

The present application discloses a driving control method and system for a hybrid vehicle, so as to provide a solution that can coordinate the driving demand of the hybrid vehicle and the power battery power. The vehicle includes a first motor, a power battery, a second motor, a first drive axle and a second drive axle. The method includes: obtaining the state of charge SOC of the power battery during the operation of the vehicle and the running vehicle speed, and determining the peak driving parameter value that the second motor can provide according to the running vehicle speed; if it is determined that the SOC is greater than or equal to the first SOC value, controlling the first motor to drive the first drive axle; if it is determined that the SOC is less than the second SOC value, controlling the first motor to generate electric energy and output it to the power battery; if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total driving parameter demand value of the vehicle is greater than the peak driving parameter value, controlling the first motor to drive the first drive axle.

Description

Technical Field

[0001] This application relates to the technical field of new energy vehicles, and particularly to a driving control method and system for hybrid vehicles. Background Art

[0002] With the development of technologies in the new energy field, the application of new energy vehicles has become increasingly popular. For example, electric vehicles / electric cars (electric vehicle) / hybrid vehicles (which can be simply referred to as "hybrid vehicles"). Pure electric vehicles drive the wheels by supplying the electrical energy stored in the power battery to the drive motor, and have characteristics such as environmental protection, quietness, and strong power, thus achieving large-scale development. However, due to problems such as the easy aging of the power battery and the rapid attenuation of the battery power at low temperatures, pure electric vehicles have the problem of "range anxiety". Based on this, hybrid vehicles designed with an extended-range hybrid solution (i.e., extended-range hybrid vehicles) have emerged. On the one hand, extended-range hybrid vehicles can generally be used as pure electric vehicles and have the characteristics of pure electric vehicles; on the other hand, compared with pure electric vehicles, extended-range hybrid vehicles can also generate electricity through an extender composed of an engine and a generator, thus solving the problem of "range anxiety". Therefore, extended-range hybrid vehicles are an important research direction in the field of new energy vehicles.

[0003] Currently, in the extended-range hybrid solution, the main structure includes an extender and an electric motor. Moreover, in the four-wheel drive extended-range hybrid solution that is currently widely used, two electric motors are used to achieve front-wheel drive and rear-wheel drive respectively. Therefore, four-wheel drive extended-range hybrid vehicles require three motors to achieve four-wheel drive, so there are problems such as a relatively large volume of the motor assembly and a relatively high cost.

[0004] Considering that the electric motor can not only be used as a generator but also as a drive motor in actual applications, in order to reduce the volume of the motor assembly of four-wheel drive extended-range hybrid vehicles and lower the cost, the electric motor for front-wheel drive and the generator can be implemented by one motor to achieve front-wheel drive or power generation. However, since the motor cannot simultaneously perform the functions of power generation and front-wheel drive, it is worthy of research how to simultaneously meet the driving requirements of hybrid vehicles and the power of the power battery under this solution. Summary of the Invention

[0005] This application provides a driving control method and system for hybrid vehicles, so as to provide a technical solution that can simultaneously meet the driving requirements of hybrid vehicles and the power of the power battery.

[0006] In a first aspect, an embodiment of the present application provides a driving control method for a hybrid vehicle, which is applied to a hybrid vehicle. The vehicle includes a first motor, a power battery, a second motor, a first drive axle, and a second drive axle. The second motor is used to drive the second drive axle. The method includes: obtaining the state of charge (SOC) of the power battery and the running speed of the vehicle during operation, and determining the peak driving parameter value that the second motor can provide according to the running speed; if it is determined that the SOC is greater than or equal to a first SOC value, controlling the first motor to drive the first drive axle; if it is determined that the SOC is less than a second SOC value, controlling the first motor to generate electric energy and output it to the power battery; if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total driving parameter demand value of the vehicle is greater than the peak driving parameter value, controlling the first motor to drive the first drive axle.

[0007] In this method, in order to reduce the volume of the motor assembly of an extended-range hybrid vehicle and reduce costs, when the first motor can be used not only as a generator but also as a driving motor, in order to better coordinate the vehicle's demand for driving force and the remaining power of the power battery, when the SOC is relatively large, at this time the vehicle has little demand for the first motor to generate electricity, then the first motor can be controlled to drive the drive axle (which can also be understood as the "driving working mode"), so that the vehicle's driving force demand can be better guaranteed. Also, when the SOC is relatively small, at this time the vehicle has a relatively large demand for the first motor to generate electricity, then the first motor can be controlled to generate electric energy and output it to the power battery (which can also be understood as the "forced power retention mode" or the "power generation working mode"), so that the vehicle's demand for electricity can be guaranteed, and abnormal vehicle driving due to insufficient power can be avoided. Moreover, when the SOC does not meet the conditions of the forced mode, if the total driving power demand of the vehicle cannot be met only by the second motor, the first motor can also be controlled to be in the driving working mode to meet the vehicle's demand for driving force.

[0008] In addition, by controlling the first motor through the SOC and the peak driving parameter, the frequent start and stop of the first motor can be reduced, and the noise, vibration, and harshness at low speeds can be reduced. Thus, through the driving control method provided by the present application, the various scenarios of the vehicle can be better met, a solution that can balance the contradiction between the power of the power battery and the driving force demand of the whole vehicle is given, the consumption of the vehicle can be reduced as much as possible, and the user experience can be improved.

[0009] In a possible design, the driving parameter is driving power or driving torque, and the peak driving parameter value that the second motor can provide is determined according to one of the following information:

[0010] Information 1: The first correlation between the running vehicle speed and the peak driving power of the second motor, where the first correlation is: when the running vehicle speed is less than the first preset vehicle speed, the peak driving power is positively correlated with the running vehicle speed; when the running vehicle speed is greater than or equal to the first preset vehicle speed, the peak driving power is negatively correlated with the running vehicle speed;

[0011] Information 2: The second correlation between the running vehicle speed and the peak driving torque of the second motor, where the second correlation is: when the running vehicle speed is less than the second preset vehicle speed, the peak driving torque is a constant value; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak driving torque is negatively correlated with the running vehicle speed;

[0012] Information 3: The third correlation between the running vehicle speed and the peak driving parameter value of the second motor, where the third correlation is: when the running vehicle speed is less than the second preset vehicle speed, the peak driving parameter value is the peak driving torque, and the third correlation is the second correlation; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak driving parameter value is the peak driving power, and the third correlation is the first correlation.

[0013] In this design, several realizable situations of the driving parameters are given, and they can be selected according to the actual situation during actual implementation. For example, if in a situation where more attention is paid to the load capacity of the vehicle within a certain range, the second correlation between the running vehicle speed and the peak driving torque of the second motor can be selected; or if in a situation where more attention is paid to the driving resistance of the vehicle within a certain range, the first correlation between the running vehicle speed and the peak driving power of the second motor can be selected; or alternatively, in other situations, a combination of the first correlation and the second correlation can be adopted. In this way, by obtaining more accurate peak driving parameters of the vehicle, the peak driving parameters of the second motor and the total driving parameter requirement value of the vehicle can be better combined to determine the working mode of the first motor, thereby balancing the contradiction between the power battery power and the vehicle driving force requirement, reducing the consumption of the vehicle as much as possible, and improving the user experience.

[0014] In a possible design, the method further includes: if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total driving parameter demand value of the vehicle is less than or equal to the peak driving parameter value, controlling the first motor to generate electrical energy and output it to the power battery, or controlling the first motor to drive the first drive axle; wherein, the smaller the SOC of the power battery, the greater the probability of controlling the first motor to generate electrical energy and output it to the power battery.

[0015] In this design, when the SOC of the power battery is normal and the total driving power demand of the vehicle can be met only by the second motor, the operating mode of the first motor can also be adjusted according to the SOC of the vehicle. For example, as the SOC of the vehicle decreases, the probability of controlling the first motor to be in the power generation operating mode within different ranges of the total driving parameter demand values of the vehicle is greater. In this way, the first motor can not only assist the second motor in driving when the SOC of the power battery is sufficient, but also timely enter the power generation operating mode when the SOC decreases.

[0016] In a possible design, the method further includes: if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total driving parameter demand value of the vehicle is less than or equal to the peak driving parameter value and greater than the first driving parameter set value, controlling the first motor to prepare for operating mode switching.

[0017] In this design, in a scenario where the total driving parameter demand value of the vehicle is about to exceed the peak driving parameter value of the second motor, the vehicle can control the first motor to prepare for switching. For example, if the first motor is currently in the power generation operating mode and is about to switch to the driving operating mode, it can be controlled to stop generating electricity and prepare to receive an instruction to start the driving operating mode. This can improve the operating mode switching efficiency of the first motor, so as to timely meet the driving demand of the vehicle.

[0018] In a possible design, the method further includes: if it is determined that the SOC and the total driving parameter demand value at the current moment meet the pre-switching condition, maintaining the operating mode of the first motor at the previous moment; wherein, the pre-switching condition is that the SOC is greater than or equal to the first SOC limit value, less than the second SOC limit value, and the total driving parameter demand value is greater than or equal to the first total driving parameter demand value limit value and less than the second total driving parameter demand value limit value. In this design, by setting a transition region at the critical condition for the first motor to switch between two operating modes, this can avoid frequent switching of the control method of the first motor, thus causing problems such as poor driving experience.

[0019] In a second aspect, an embodiment of the present application provides a hybrid vehicle drive control system, which includes: a vehicle controller, a first motor, a power battery, a second motor, a first drive axle, and a second drive axle. The second motor is used to drive the second drive axle. The vehicle controller is configured to: obtain the state of charge (SOC) of the power battery and the running vehicle speed during the running of the vehicle, and determine the peak drive parameter value that can be provided by the second motor according to the running vehicle speed; if it is determined that the SOC is greater than or equal to a first SOC value, control the first motor to drive the first drive axle; if it is determined that the SOC is less than a second SOC value, control the first motor to generate electric energy and output it to the power battery; if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total drive parameter demand value of the vehicle is greater than the peak drive parameter value, control the first motor to drive the first drive axle.

[0020] In a possible design, the drive parameter is drive power or drive torque, and the peak drive parameter value that can be provided by the second motor is determined according to one of the following information:

[0021] Information 1: The first correlation between the running vehicle speed and the peak drive power of the second motor, where the first correlation is that when the running vehicle speed is less than a first preset vehicle speed, the peak drive power is positively correlated with the running vehicle speed; when the running vehicle speed is greater than or equal to the first preset vehicle speed, the peak drive power is negatively correlated with the running vehicle speed;

[0022] Information 2: The second correlation between the running vehicle speed and the peak drive torque of the second motor, where the second correlation is that when the running vehicle speed is less than a second preset vehicle speed, the peak drive torque is a constant value; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak drive torque is negatively correlated with the running vehicle speed;

[0023] Information 3: The third correlation between the running vehicle speed and the peak drive parameter value of the second motor, where the third correlation is that when the running vehicle speed is less than the second preset vehicle speed, the peak drive parameter value is the peak drive torque, and the third correlation is the second correlation; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak drive parameter value is the peak drive power, and the third correlation is the first correlation.

[0024] In a possible design, the vehicle controller is further configured to: if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total drive parameter demand value of the vehicle is less than or equal to the peak drive parameter value, control the first motor to generate electric energy and output it to the power battery, or control the first motor to drive the first drive axle; wherein, the smaller the SOC of the power battery, the greater the probability of controlling the first motor to generate electric energy and output it to the power battery.

[0025] In a possible design, the vehicle controller is further configured to: if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total drive parameter demand value of the vehicle is less than or equal to the peak drive parameter value and greater than the first drive parameter set value, control the first motor to prepare for a working mode switch.

[0026] In a possible design, the vehicle controller is further configured to: if it is determined that the SOC and the total drive parameter demand value at the current moment meet the pre-switching condition, maintain the working mode of the first motor at the previous moment; wherein, the pre-switching condition is that the SOC is greater than or equal to the first SOC limit value, less than the second SOC limit value, and the total drive parameter demand value is greater than or equal to the first total drive parameter demand value limit value and less than the second total drive parameter demand value limit value.

[0027] In a third aspect, an embodiment of the present application provides a vehicle, which includes a vehicle body, front wheels, rear wheels, and the hybrid vehicle drive control system according to any one of the designs in the second aspect above.

[0028] For the beneficial effects that can be achieved by each of the designs in the second aspect to the third aspect above, please specifically refer to the beneficial effects corresponding to each design in the first aspect above, and details will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 FIG. is a schematic structural diagram of a hybrid vehicle drive control system;

[0030] Figure 2 FIG. is a schematic flow diagram of a hybrid vehicle drive control method provided by an embodiment of the present application;

[0031] Figure 3 FIG. is one of the schematic diagrams of a peak drive parameter value provided by an embodiment of the present application;

[0032] Figure 4 FIG. is another schematic diagram of a peak drive parameter value provided by an embodiment of the present application;

[0033] Figure 5 The third schematic diagram of the peak driving parameter values provided by the embodiments of the present application;

[0034] Figure 6 The schematic diagram of the division of the working modes provided by the embodiments of the present application;

[0035] Figure 7 The second schematic diagram of the division of the working modes provided by the embodiments of the present application;

[0036] Figure 8 The third schematic diagram of the division of the working modes provided by the embodiments of the present application. Detailed implementation manners

[0037] Figure 1 It is a schematic structural diagram of a driving control system for a hybrid vehicle. Through this driving control system, the vehicle can be driven to run normally. Taking a four-wheel drive extended-range hybrid vehicle as an example, the driving control system may include: a first motor 1A, an engine 1B, a second motor 2, a first drive axle 3, a second drive axle 4, a power battery 5, a first motor controller 6A, an engine controller 6B, a second motor controller 6C, and a vehicle controller 7. It should be noted that when the hybrid vehicle is of a six-wheel drive, eight-wheel drive, etc. type, a partial driving control system such as Figure 1 shown second drive axle 4, second motor 2, and second motor controller 6C can be correspondingly added to constitute the driving control system of the vehicle.

[0038] Among them, the first motor 1A is connected to the engine 1B and is respectively connected to the first drive axle 3. The first drive axle 3 is used for drivingly connecting the first side wheels of the hybrid vehicle, for example, it can be the front side wheels. The engine 1B is used to drive the first motor 1A to generate electric energy, or drive the first side wheels through the first drive axle 3. The first motor 1A is used to drive the first side wheels through the first drive axle 3, or receive the drive of the engine 1B to generate electric energy, and output the generated electric energy to the power battery 5 to charge the power battery 5. In addition, the first motor 1A and the engine 1B can be range extenders.

[0039] The second motor 2 is connected to the second drive axle 4. The second drive axle 4 is used for drivingly connecting the second side wheels of the hybrid vehicle, for example, it can be the rear side wheels. The second motor 2 is used to drive the second side wheels through the second drive axle 4.

[0040] The power battery 5 is connected to the first motor 1A and the second motor 2, and is used to receive the electric energy output by the first motor 1A and output the stored electric energy to the first motor 1A and / or the second motor 2.

[0041] According to the above introduction to the vehicle drive control system, it can be obtained that the first motor 1A can not only act as a generator to charge the power battery 5, but also act as a drive motor to drive the first drive axle 3. The engine 1B can not only drive the first motor 1A to generate electric energy as a generator, but also act as a drive motor to drive the first drive axle 3.

[0042] Moreover, the vehicle controller 7 is respectively connected to the first motor controller 6A, the engine controller 6B, and the second motor controller 6C. The first motor controller 6A is connected to the first motor 1A, the engine controller 6B is connected to the engine 1B, and the second motor controller 6C is connected to the second motor 2. During implementation, the present application can regard the vehicle controller 7 as a control center. By controlling the first motor controller 6A and / or the engine controller 6B and / or the second motor controller 6C, the first motor controller 6A can drive the first motor 1A, and / or the engine controller 6B can drive the engine 1B, and / or the second motor controller 6C can drive the second motor 2, so as to ensure the normal driving of the vehicle.

[0043] It should be noted that the division of each controller included in the drive control system in the present application is schematic, and it is only a logical function division. In actual implementation, there may be other division methods. In addition, when the present application is implemented, each controller can also be integrated into one controller. For example, the first motor controller 6A and / or the engine controller 6B and / or the second motor controller 6C can be integrated into the vehicle controller 7, or they can be separate physical entities. The above integrated units can be implemented in the form of hardware or in the form of software functional units. Currently, the drive control system of a vehicle is usually divided into a hybrid control unit (HCU) and each motor controller.

[0044] Combined with the content introduced in the background technology, since the first motor cannot simultaneously realize the functions of power generation and driving. Therefore, based on reducing the volume of the motor assembly of the extended-range hybrid vehicle and reducing costs, under different operating conditions of the vehicle, the normal driving of the vehicle is realized by different control methods for the first motor. Thus, how to control the first motor under the conditions of meeting the driving requirements of the vehicle and the power of the power battery is worthy of research.

[0045] In view of this, the embodiment of the present application provides a drive control method for a hybrid vehicle. Through this method, a solution for determining the control of the first motor is given on the basis of meeting the driving requirements of the vehicle and ensuring the power of the power battery of the vehicle.

[0046] Next, the embodiments of the present application will be described in detail with reference to the accompanying drawings.

[0047] It should be noted that the "multiple" involved in this application refers to two or more. "And / or" describes the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the front and back associated objects. In addition, it should be understood that although terms such as "first" and "second" may be used to describe each data in the embodiments of this application, these data should not be limited to these terms. These terms are only used to distinguish each data from each other.

[0048] Refer to Figure 2 , which is a hybrid vehicle drive control method provided by an embodiment of this application. This method can be executed by Figure 1 the vehicle controller 7 in the hybrid vehicle drive control system in

[0049] S201. The vehicle controller 7 obtains the state of charge (SOC) of the power battery 5 and the running vehicle speed during the running of the vehicle, and determines the peak drive parameter value that the second motor 2 can provide according to the running vehicle speed.

[0050] Among them, the SOC can also be called the remaining power of the power battery 5. It can be understood that when the SOC of the power battery 5 is low, usually the first motor 1A1A needs to charge the power battery 5. It should be noted that the running vehicle speed can be determined by the real-time running situation of the vehicle (that is, it can be the real-time vehicle speed); it can also be determined by the average vehicle speed of a specified time period including the current moment to smooth the problem of large changes in the running vehicle speed caused by sudden acceleration or deceleration during the running of the vehicle. The drive parameter can be any parameter representing the driving requirements of the vehicle, such as driving power, driving torque, etc.

[0051] In an optional example, assuming that the drive parameter is the driving power, refer to Figure 3 , which is a schematic diagram of the curve of the peak drive parameter value provided by an embodiment of this application. From Figure 3It can be obtained from the shown content that there is a first correlation relationship between the running vehicle speed and the peak driving power of the second motor 2. Among them, the first correlation relationship is: when the running vehicle speed is less than the first preset vehicle speed, the peak driving power and the running vehicle speed are in a positive correlation relationship; when the running vehicle speed is greater than or equal to the first preset vehicle speed, the peak driving power and the running vehicle speed are in a negative correlation relationship. It can be understood that when the vehicle speed is less than a certain value, the peak driving power value of the second motor 2 increases with the increase of the vehicle speed; when the vehicle speed reaches a certain value, the peak driving power value of the second motor 2 no longer increases with the increase of the vehicle speed, but slowly decreases. Among them, the first preset vehicle speed can be determined by means of historical experience values or test values, etc., or can be adjusted according to the actual use situation of the vehicle, and the present application does not limit this.

[0052] In another alternative example, the driving parameter can also be the driving torque. Refer to Figure 4 , which is a schematic curve diagram of another peak driving parameter value provided by an embodiment of the present application. From Figure 4 It can be obtained from the shown content that there is a second correlation relationship between the running vehicle speed and the peak driving torque of the second motor 2. Among them, the second correlation relationship is: when the running vehicle speed is less than the second preset vehicle speed, the peak driving torque is a constant value; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak driving torque and the running vehicle speed are in a negative correlation relationship. It can be understood that when the vehicle speed is less than a certain value, the peak driving power value of the second motor 2 remains unchanged with the increase of the vehicle speed; when the vehicle speed reaches a certain value, the peak driving power value of the second motor 2 slowly decreases with the increase of the vehicle speed. Among them, the second preset vehicle speed can also be determined by means of historical experience values or test values, etc., or can be adjusted according to the actual use situation of the vehicle, and the present application does not limit this.

[0053] In yet another alternative example, during the actual use of the vehicle, the correlation relationship between the vehicle speed and the peak driving parameter value can also be combined according to the historical use situation or test situation of the vehicle. For example, the driving parameter can also be a combination of driving power and driving torque. Refer to Figure 5 , which is a schematic curve diagram of yet another peak driving parameter value provided by an embodiment of the present application. From Figure 5As can be obtained from the content shown, there is a third correlation relationship between the running vehicle speed and the peak driving parameter value of the second motor 2. Among them, the third correlation relationship is: when the running vehicle speed is less than the second preset vehicle speed, the peak driving parameter value is the peak driving torque, and the third correlation relationship is the second correlation relationship; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak driving parameter value is the peak driving power, and the third correlation relationship is the first correlation relationship. It can be understood that considering the vehicle speed and the driving torque, when the vehicle speed is less than a certain value, the peak driving torque value remains constant and has a constant characteristic, but when it exceeds a certain vehicle speed, the peak driving torque value decreases significantly; on the other hand, the vehicle speed and the driving power change greatly when the vehicle speed is less than a certain value, but when it exceeds a certain value, the peak driving power value changes relatively smoothly. Therefore, a combined correlation relationship as shown in Figure 5 can be adopted as the basis for determining the peak driving parameter value, so as to ensure the stability and accuracy of controlling the working mode of the first motor 1A.

[0054] After determining the peak driving parameter value of the second motor 2, the vehicle controller 7 can control the working mode of the first motor 1A according to the peak driving parameter value and the SOC value of the power battery 5. In the following embodiments, in combination with Figure 6 and Figure 7 , it can be introduced from the following aspects; among them, Figure 6 shows a schematic diagram of the division of the working mode provided by the embodiment of the present application; Figure 7 shows a schematic diagram of the division of the working mode provided by the embodiment of the present application. It should be noted that Figure 6 and Figure 7 SOC1 to SOC4 are the SOCs of the power battery 5 that increase gradually (for example, they can be respectively: SOC1 = 10%, SOC2 = 20%, SOC3 = 50%, SOC4 = 10%,), and the values of SOC1 to SOC4 can be determined according to the running parameters of the vehicle. For example, the running parameters can be parameters such as driving mode, driver or the power threshold of the power battery 5. Figure 6 P2_1 to P2_3 in are the driving power values that increase gradually (for example, they can be respectively P2_1 = 20% * P2_max, P2_2 = 50% * P2_max, P2_3 = 80% * P2_max; where, P2_max is the peak driving power value), and the values of P2_1 to P2_3 can also be determined according to the running parameters of the vehicle. Figure 7 T in is the driving torque, and its setting method is the same as that of Figure 6 . In addition, Figure 6 or Figure 7The SOC value-driven parameter values shown are only examples, and more or fewer values can be selected in actual implementation.

[0055] S202a. If it is determined that the SOC is greater than or equal to the first SOC value, control the first motor 1A to drive the first drive axle. In this embodiment, when the SOC is relatively large, considering that the vehicle has little demand for the first motor 1A to generate electricity, the vehicle controller 7 can control the first motor 1A to drive the drive axle (for example Figure 6 or Figure 7 when the SOC shown is greater than or equal to SOC4, the corresponding first motor 1A is in the "driving working mode"), so as to better ensure the driving force demand of the vehicle. For example, if the user has high driving force requirements such as high-speed driving or accelerating in a short time, the vehicle can be driven by the combination of the first motor 1A and the second motor 2. Among them, the vehicle controller 7 controls the first motor 1A, which can be implemented as the vehicle controller 7 sending a control instruction to the first motor controller 6A, and the first motor controller 6A controls the first motor 1A. It can be understood that if the vehicle does not include the first motor controller 6A, the vehicle controller 7 can also directly control the first motor 1A. The present application does not limit the specific control method of the first motor 1A. It should be understood that SOC4 is a preset value, which can be determined according to historical experience values or test values, etc. The present application does not limit this.

[0056] S202b. If it is determined that the SOC is less than the second SOC value, control the first motor 1A to generate electricity and output it to the power battery 5. In this embodiment, when the SOC is relatively small, at this time the vehicle has a large demand for the first motor 1A to generate electricity, then the first motor 1A can be controlled to generate electricity and output it to the power battery 5 (for example Figure 6 or Figure 7 when the SOC shown is less than SOC1, the corresponding first motor 1A is in the "forced power retention mode", or can also be called the "power generation working mode"), so as to ensure the vehicle's demand for electricity and avoid abnormal vehicle driving due to insufficient electricity. It can be understood that in the scenario where the SOC of the vehicle's power battery 5 is relatively small, if the power battery 5 is not charged in time, it will cause the problem that the vehicle cannot continue to drive. Therefore, when the vehicle controller 7 determines that the SOC value is less than the lowest threshold (that is Figure 6 or Figure 7 the SOC1 shown in the figure), at this time, the first motor 1A needs to be controlled to generate electricity in time to ensure the vehicle's continued driving. It should be understood that SOC1 is a preset value, which can be determined according to historical experience values or test values, etc. The present application does not limit this.

[0057] S202c: If it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter demand value of the vehicle is greater than the peak driving parameter value (e.g. Figure 6 P2_max shown, or Figure 7 (T2_max shown), controlling the first motor 1A to drive the first drive axle. In this embodiment, if the SOC does not meet the forced mode conditions and the second motor 2 alone cannot meet the vehicle's total driving power requirement, the first motor 1A can be controlled to operate in the driving mode to meet the vehicle's driving force requirement. This avoids the problem of not being able to fully meet the user's driving force requirement.

[0058] In addition to the scenarios shown in S202a to S202c, if it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter requirement value of the vehicle is less than or equal to the peak driving parameter value, the first motor 1A is controlled to generate and output electrical energy to the power battery 5, or the first motor 1A is controlled to drive the first drive axle based on the SOC of the power battery 5 and the total driving parameter requirement value of the vehicle. The lower the SOC of the power battery 5, the greater the probability of controlling the first motor 1A to generate and output electrical energy to the power battery 5.

[0059] In an optional example, Figure 6 As an example, the vehicle controller 7 can control the first motor 1A in the following manner:

[0060] (1) When P (the vehicle's total driving power requirement) is less than P2_1 and SOC is less than SOC2, the first motor 1A is controlled to operate in a generating mode. It should be understood that P2_1 and SOC2 are preset values that may be determined based on historical experience or test values, and this application does not limit this.

[0061] (2) When P is greater than or equal to P2_1 and less than P2_2, and SOC is less than SOC3, the first motor 1A is controlled to operate in the generating mode. It should be understood that P2_2 and SOC3 are preset values, which may be determined based on historical experience or test values, and are not limited in this application.

[0062] (3) When P is greater than or equal to P2_2 and less than P2_3, and SOC is less than SOC4, the first motor 1A is controlled to operate in the power generation mode.

[0063] It should be understood that the vehicle controller 7 controls the first motor 1A to be in the driving mode when determining the scenarios other than those shown in S202a to S202c and in other ranges of the above parameter ranges.Figure 6 Only one possible partitioning method is shown, and this application does not limit other partitioning methods during implementation. For example, more or fewer SOC values and / or drive power values, etc., can be set.

[0064] In this way, when the SOC of the power battery 5 is normal and the total drive power requirement of the vehicle can be met only by the second motor 2, the operating mode of the first motor 1A can also be adjusted according to the SOC of the vehicle. For example, as the SOC of the vehicle decreases, the probability that the first motor 1A is in the power generation operating mode within different ranges of the total drive parameter requirement values of the vehicle is greater. In this way, the first motor 1A can not only assist the second motor 2 in driving when the SOC of the power battery 5 is sufficient, but can also timely enter the power generation operating mode when the SOC decreases.

[0065] Based on the descriptions of the above embodiments, the first motor 1A needs to switch between different operating modes within various parameter ranges. Due to various driving scenarios of the vehicle, there may be abnormalities during the vehicle switching process, such as frequent switching, etc.

[0066] In one possible implementation manner, if it is determined that the SOC is greater than or equal to the second SOC value, less than the first SOC value, and the total drive parameter requirement value of the vehicle is less than or equal to the peak drive parameter value and greater than the first drive parameter setting value (such as Figure 6 P2_3 shown, or Figure 7 T2_3 shown), control the first motor 1A to prepare for operating mode switching. In the scenario where the total drive parameter requirement value of the vehicle is about to exceed the peak drive parameter value of the second motor 2, the vehicle can control the first motor 1A to prepare for switching. For example, if the first motor 1A is currently in the power generation operating mode and is about to switch to the drive operating mode, the first motor 1A can be controlled to stop generating power and prepare to receive an instruction to start the drive operating mode, thereby improving the operating mode switching efficiency of the first motor 1A and timely meeting the drive requirement of the vehicle.

[0067] In another possible implementation manner, refer to Figure 8, which is a schematic diagram of the division of another working mode provided by the embodiment of the present application. When the present application is implemented, a transition area can also be set at the critical point where the power generation working mode and the driving working mode are switched to maintain the stability of the first motor 1A and avoid frequent start and stop. Exemplarily, if the vehicle controller 7 determines that the parameter range it falls into according to at least one vehicle operation parameter is this transition area, it determines that the working mode of the first motor 1A is to maintain the working mode of the previous moment of the current moment. For example, assuming that the current moment is T2, if the working mode of the first motor 1A at the previous moment T1 is the power generation working mode, the first motor 1A maintains the power generation working mode; on the contrary, if the working mode of the first motor 1A at the previous moment T1 is the driving working mode, the first motor 1A maintains the driving working mode. Therefore, for the parameters falling into this transition area, according to the working mode of the first motor 1A at the previous moment of the current moment, it can be determined as the power generation working mode, or it can also be determined as the driving working mode.

[0068] Based on this, the parameter range corresponding to the power generation working mode can include two parts. Taking the driving parameter as the driving power as an example, as follows:

[0069] A1) The SOC of the power battery is less than the first SOC limit value, and the total driving power demand value of the vehicle is less than the first total driving power demand limit value; or,

[0070] A2) The SOC of the power battery is greater than or equal to the first SOC limit value and less than the second SOC limit value, the total driving power demand value of the vehicle is greater than or equal to the first total driving power demand limit value and less than the second total driving power demand limit value, and at the previous moment of the current moment, the first motor 1A is controlled to generate electric energy and output it to the power battery 5.

[0071] Among them, the difference between the second SOC limit value and the first SOC limit value can be △SOC, and the difference between the second total driving power demand limit value and the first total driving power demand limit value can be △P. In the embodiment of the present application, the limit value represents the value on the critical line where the power generation working mode and the driving working mode are switched, and does not specifically refer to a certain specific value.

[0072] For example, Figure 8 the second SOC limit values selected in can be SOC3 + △SOC / 2 and SOC2 + △SOC / 2 respectively; while Figure 8 the first SOC limit values selected in can be SOC3 - △SOC / 2 and SOC2 - △SOC / 2 respectively. The selection of the second total driving power demand limit value and the first total driving power demand limit value is similar to that of the second SOC limit value and the first SOC limit value, and the present application will not elaborate on this.

[0073] In this way, when at least one vehicle operation parameter obtained by the vehicle belongs to the parameter range corresponding to this power generation operation mode, the first motor 1A is controlled to generate electric energy and output it to the power battery 5.

[0074] It should be noted that when this application is implemented, the differences between the second SOC limit values and the first SOC limit values corresponding to the selected multiple SOC limit values can be different or partially different. For example, the difference between the second SOC limit value and the first SOC limit value corresponding to SOC3 can be ΔSOC3, while the difference between the second SOC limit value and the first SOC limit value corresponding to SOC2 can be ΔSOC2, and ΔSOC3 and ΔSOC2 are different. Similarly, the differences between the second total drive power demand limit values and the first total drive power demand limit values corresponding to the selected multiple total drive power demand limit values can also be different or partially different, and this application will not elaborate on this.

[0075] The parameter range corresponding to the drive operation mode can also include two parts, as follows:

[0076] B1) The SOC of the power battery is greater than or equal to the second SOC limit value, and the total drive power demand value of the vehicle is greater than or equal to the second total drive power demand limit value; or

[0077] B2) The SOC of the power battery is greater than or equal to the first SOC limit value and less than the second SOC limit value, the total drive power demand value of the vehicle is greater than or equal to the first total drive power demand limit value and less than the second total drive power demand limit value, and the first motor 1A is controlled to drive the first drive axle 3 at the previous moment of the current moment.

[0078] In this way, when at least one vehicle operation parameter obtained by the vehicle belongs to the parameter range corresponding to this drive operation mode, the first motor 1A is controlled to drive the first drive axle 3.

[0079] By setting a transition area parameter range at the boundaries of the parameter ranges corresponding to controlling the first motor 1A to generate electric energy and controlling the first motor 1A to drive the first drive axle 3 respectively, and within the transition area parameter range, the vehicle controller determines to maintain the control mode of the first motor 1A at the previous moment of the current moment, which can avoid frequent switching of the control mode of the first motor 1A, thus avoiding problems such as poor riding experience.

[0080] In addition, when the present application is implemented, the selected multiple SOC boundary values and / or multiple total drive power demand boundary values can be adjusted according to the running conditions of the vehicle, so as to adjust the parameter range ratio corresponding to the power generation working mode and the drive working mode of the first motor 1A. By setting a transition area at the critical condition for the first motor to switch between the two working modes, this can avoid frequent switching of the control mode of the first motor, thereby avoiding problems such as poor ride experience.

[0081] By the method provided in the embodiment of the present application, the first motor can be controlled based on the SOC and peak drive parameters, which can reduce the frequent start and stop of the first motor and reduce the noise, vibration and harshness under low-speed operation. In this way, through the drive control method provided by the present application, the requirements for various scenarios of the vehicle can be better met, a solution that can balance the contradiction between the power battery power and the vehicle driving force demand is given, and the consumption of the vehicle can be reduced as much as possible and the user experience can be improved.

[0082] The embodiment of the present application further provides a vehicle, which includes a vehicle body, front side wheels (such as Figure 1 the first side wheels in Figure 1 ), rear side wheels (such as Figure 1 the second side wheels in

[0083] ), and the hybrid vehicle drive control system introduced in any of the above embodiments. The specific structure can be as shown in Figure 1 , and details will not be repeated here.

[0083] In the fourth example, when the present application is implemented, the vehicle controller 7 can also determine the control mode of the first motor 1A according to one or more other vehicle operation parameters, which will not be shown one by one in the present application. Exemplarily, according to the destination input by the rider, when the destination is far away, the first motor 1A is controlled to always be in the power generation working mode, that is, the first motor 1A is controlled to generate electric energy and output it to the power battery 5.

[0084] Or, exemplarily, when the destination is close, and according to the determined target route, a small section of the route needs to be driven on the highway, then when driving on this highway route, the first motor 1A can be controlled to always be in the drive working mode, that is, the first motor 1A is controlled to drive the first drive axle 3. And, before the vehicle travels to the highway route, the first motor 1A can be controlled to always be in the power generation working mode to ensure the driving force of the vehicle on the highway route and the SOC requirement of the power battery.

[0085] Those skilled in the art should understand that the embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Moreover, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0086] This application is described with reference to the flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to this application. It should be understood that each flow and / or block in the flowchart and / or block diagram, as well as the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for implementing the functions specified in Figure 1 one or more of the processes or multiple processes and / or blocks Figure 1 one or more of the blocks or multiple blocks.

[0087] These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured product including an instruction device that implements the functions specified in Figure 1 one or more of the processes or multiple processes and / or blocks Figure 1 one or more of the blocks or multiple blocks.

[0088] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, and thus the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in Figure 1 one or more of the processes or multiple processes and / or blocks Figure 1 one or more of the blocks or multiple blocks.

[0089] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the protection scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application also intends to include these modifications and variations.

Claims

1. A hybrid vehicle driving control method, characterized in that: Applicable to a hybrid vehicle, the vehicle comprising a first motor, a power battery, a second motor, an engine, a first drive axle and a second drive axle, the first motor being used to drive the first drive axle, the second motor being used to drive the second drive axle, and the engine being used to generate electricity for the power battery via the first motor; The control method includes: Obtaining a state of charge (SOC) of the power battery and a running speed of the vehicle during operation of the vehicle, and determining a peak drive parameter value that can be provided by the second motor according to the running speed; If it is determined that the SOC is greater than or equal to a first SOC value, controlling the first motor to be in a driving operation mode, wherein the driving operation mode is used to instruct the first motor to drive the first drive axle; If it is determined that the SOC is less than a second SOC value, controlling the first motor to be in a power generation mode, wherein the power generation mode is used to instruct the engine to drive the first motor to generate electrical energy and output the electrical energy to charge the power battery; If it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter demand value of the vehicle is greater than the peak driving parameter value, controlling the first motor to be in the driving operating mode; Wherein, the peak driving parameter value is peak driving power or peak driving torque; The first correlation is: when the running speed is less than a first preset speed, the peak driving power is positively correlated with the running speed; when the running speed is greater than or equal to the first preset speed, the peak driving power is negatively correlated with the running speed; The second correlation is: when the running speed is less than the second preset speed, the peak driving torque is a constant value; when the running speed is greater than or equal to the second preset speed, the peak driving torque is negatively correlated with the running speed. The peak drive parameter value that can be provided by the second motor is determined according to the following information: The third correlation between the running vehicle speed and the peak drive parameter value of the second motor, the third correlation is: when the running vehicle speed is less than the second preset vehicle speed, the peak drive parameter value is the peak drive torque, and the third correlation is the second correlation; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak drive parameter value is the peak drive power, and the third correlation is the first correlation.

2. The method according to claim 1, characterized in that The method further comprises: If it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter requirement value of the vehicle is less than or equal to the peak driving parameter value, controlling the first motor to generate electric energy and output it to the power battery, or controlling the first motor to drive the first drive axle according to the SOC of the power battery and the total driving parameter requirement value of the vehicle; Among them, if the SOC of the power battery is smaller, the probability of controlling the first motor to generate electrical energy and output it to the power battery is greater.

3. The method according to claim 1 or 2, characterized in that The method further comprises: If it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter requirement value of the vehicle is less than or equal to the peak driving parameter value and greater than the first driving parameter setting value, the first motor is controlled to prepare for working mode switching.

4. The method according to claim 2, characterized in that The method further comprises: If it is determined that the SOC and the total driving parameter requirement value at the current moment meet the pre-switching condition, maintaining the operating mode of the first motor at the previous moment; Among them, the pre-switching condition is: the SOC is greater than or equal to the first SOC limit value and less than the second SOC limit value, and the total driving parameter requirement value is greater than or equal to the first total driving parameter requirement value limit value and less than the second total driving parameter requirement value limit value.

5. A hybrid vehicle driving control system, characterized in that: The system includes: a vehicle controller, a first motor, a power battery, a second motor, an engine, a first drive axle and a second drive axle, wherein the first motor is used to drive the first drive axle, the second motor is used to drive the second drive axle, and the engine is used to generate electricity to the power battery through the first motor; The vehicle controller is used to: Obtaining a state of charge (SOC) of the power battery and a running speed of the vehicle during operation of the vehicle, and determining a peak drive parameter value that can be provided by the second motor according to the running speed; If it is determined that the SOC is greater than or equal to a first SOC value, controlling the first motor to be in a driving operation mode, wherein the driving operation mode is used to instruct the first motor to drive the first drive axle; If it is determined that the SOC is less than a second SOC value, controlling the first motor to be in a power generation mode, wherein the power generation mode is used to instruct the engine to drive the first motor to generate electrical energy and output the electrical energy to charge the power battery; If it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter demand value of the vehicle is greater than the peak driving parameter value, controlling the first motor to be in the driving operating mode; Wherein, the peak driving parameter value is peak driving power or peak driving torque; The first correlation is: when the running speed is less than a first preset speed, the peak driving power is positively correlated with the running speed; when the running speed is greater than or equal to the first preset speed, the peak driving power is negatively correlated with the running speed; The second correlation is: when the running speed is less than the second preset speed, the peak driving torque is a constant value; when the running speed is greater than or equal to the second preset speed, the peak driving torque is negatively correlated with the running speed. The peak drive parameter value that can be provided by the second motor is determined according to the following information: The third correlation between the running vehicle speed and the peak drive parameter value of the second motor, the third correlation is: when the running vehicle speed is less than the second preset vehicle speed, the peak drive parameter value is the peak drive torque, and the third correlation is the second correlation; when the running vehicle speed is greater than or equal to the second preset vehicle speed, the peak drive parameter value is the peak drive power, and the third correlation is the first correlation.

6. The system according to claim 5, characterized in that The vehicle controller is also used for: If it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter requirement value of the vehicle is less than or equal to the peak driving parameter value, controlling the first motor to generate electric energy and output it to the power battery, or controlling the first motor to drive the first drive axle according to the SOC of the power battery and the total driving parameter requirement value of the vehicle; Among them, if the SOC of the power battery is smaller, the probability of controlling the first motor to generate electrical energy and output it to the power battery is greater.

7. The system according to claim 5 or 6, characterized in that The vehicle controller is also used to: if it is determined that the SOC is greater than or equal to the second SOC value and less than the first SOC value, and the total driving parameter requirement value of the vehicle is less than or equal to the peak driving parameter value and greater than the first driving parameter setting value, control the first motor to prepare for working mode switching.

8. The system according to claim 6, wherein: The vehicle controller is also used for: If it is determined that the SOC and the total driving parameter requirement value at the current moment meet the pre-switching condition, maintaining the operating mode of the first motor at the previous moment; Among them, the pre-switching condition is: the SOC is greater than or equal to the first SOC limit value and less than the second SOC limit value, and the total driving parameter requirement value is greater than or equal to the first total driving parameter requirement value limit value and less than the second total driving parameter requirement value limit value.

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