Hybrid vehicle drive control method and system

Abstract

The application discloses a hybrid vehicle driving control method, which can meet the driving demand of the hybrid vehicle and the power battery power simultaneously. The method comprises the following steps: acquiring at least one vehicle running parameter during the running of the vehicle; and controlling the first motor to generate electric energy and output the electric energy to the power battery or controlling the first motor to drive the first driving axle according to the at least one vehicle running parameter. The application further relates to a hybrid vehicle driving control system.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a hybrid vehicle drive control method and system. Background Technology

[0002] With the technological development in the new energy field, the application of new energy vehicles is becoming increasingly widespread, such as electric vehicles / electric vehicles / hybrid vehicles (which can be simply referred to as "hybrid vehicles"). Pure electric vehicles drive the wheels by providing the electrical energy stored in the power battery to the drive motor, and are characterized by being environmentally friendly, quiet, and powerful, leading to their large-scale development. However, due to issues such as the easy aging of power batteries and rapid capacity decay at low temperatures, pure electric vehicles suffer from "range anxiety." Based on this, hybrid vehicles designed with a range-extended hybrid system (i.e., range-extended hybrid vehicles) have emerged. On the one hand, range-extended hybrid vehicles can generally function as pure electric vehicles, possessing the characteristics of pure electric vehicles; on the other hand, compared to pure electric vehicles, when range-extended hybrid vehicles cannot function as pure electric vehicles, they can still generate electricity through a range extender consisting of an engine and a generator, thereby solving the "range anxiety" problem. Therefore, range-extended hybrid vehicles are an important research direction in the field of new energy vehicles.

[0003] Currently, the main components of range-extended hybrid systems include a range extender and an electric motor. Furthermore, the widely used four-wheel-drive range-extended hybrid systems employ two electric motors to achieve front-wheel drive and rear-wheel drive respectively. Therefore, four-wheel-drive range-extended hybrid vehicles require three electric motors to achieve four-wheel drive, resulting in a larger motor assembly size and higher cost.

[0004] Considering that electric motors can function as both generators and drive motors in practical applications, to reduce the size and cost of the motor assembly in four-wheel-drive range-extended hybrid vehicles, a single motor can be used to achieve both front-wheel drive and power generation. However, since an electric motor cannot simultaneously perform both power generation and front-wheel drive functions, it is worthwhile to study how to simultaneously meet the driving requirements of hybrid vehicles and the power battery capacity under this solution. Summary of the Invention

[0005] This application provides a hybrid vehicle drive control method and system, which provides a technical solution that can simultaneously meet the drive requirements of hybrid vehicles and the power battery charge.

[0006] In a first aspect, embodiments of this application provide a hybrid vehicle drive control method, applied to a range-extended hybrid vehicle, the vehicle including 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: acquiring at least one vehicle operating parameter during vehicle operation; and, based on the at least one vehicle operating parameter, 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.

[0007] Considering that an electric motor cannot simultaneously generate electricity and drive the front wheels, and that a vehicle needs not only to meet the driver's driving requirements but also to ensure the power battery's charge requirements, this application provides a technical solution for controlling the first motor based on the vehicle's operating parameters during operation and a predefined correspondence between predefined parameter ranges and the control method of the first motor. This method effectively balances the vehicle's driving force requirements and the power battery's charge requirements, ensuring a better driving experience while reducing costs.

[0008] In one possible design, the at least one vehicle operating parameter includes the state of charge (SOC) of the power battery and the total driving power demand of the vehicle.

[0009] In this design, considering both meeting the vehicle's real-time total drive power demand and ensuring sufficient remaining charge in the power battery, different parameter ranges are defined based on the power battery's SOC and the vehicle's total drive power demand. Each parameter range is then associated with a control method for the first motor, i.e., a preset correspondence is stored. Thus, after acquiring the power battery's SOC and the vehicle's total drive power demand during operation, the vehicle can further determine the appropriate control of the first motor based on the stored preset correspondence, thereby improving vehicle driving efficiency and ensuring the required driving force and mileage during operation.

[0010] In one possible design, controlling the first motor to generate electrical energy and output it to the power battery based on the at least one vehicle operating parameter can be implemented as follows: when the SOC of the power battery is less than the SOC parameter threshold and the total driving power demand of the vehicle is less than the total driving power demand threshold, the first motor is controlled to generate electrical energy and output it to the power battery. Conversely, controlling the first motor to drive the first drive axle based on the at least one vehicle operating parameter can be implemented as follows: when the SOC of the power battery is greater than or equal to the SOC parameter threshold and the total driving power demand of the vehicle is greater than or equal to the total driving power demand threshold, the first motor is controlled to drive the first drive axle.

[0011] In this design, the lower the SOC of the power battery, the stronger the demand for power generation from the first motor; similarly, the higher the total driving power demand of the vehicle, the stronger the demand for power generation from the first motor to drive the first drive axle. By balancing the SOC of the power battery and the total driving power demand of the vehicle, the driving force and range requirements during vehicle operation can be better guaranteed. This avoids situations where the vehicle cannot travel a greater distance due to an excessively low SOC of the power battery, and also avoids situations where insufficient driving power fails to meet the driving force needs of the driver and passengers.

[0012] In one possible design, controlling the first motor to generate electrical energy and output it to the power battery based on the at least one vehicle operating parameter can be implemented as follows: when the SOC of the power battery is less than a first SOC parameter limit value and the total driving power demand of the vehicle is less than a first total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than a second SOC parameter limit value, and the total driving power demand of the vehicle is greater than or equal to the first total driving power demand limit value and less than a second total driving power demand limit value, and the first motor was controlled to generate electrical energy and output it to the power battery in the previous moment before the current moment, the first motor is controlled to generate electrical energy and output it to the power battery. The step of controlling the first motor to drive the first drive axle according to the at least one vehicle operating parameter can be implemented as follows: when the SOC of the power battery is greater than or equal to the second SOC parameter limit value, and the total driving power demand of the vehicle is greater than or equal to the second total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor was controlled to drive the first drive axle in the previous moment before the current moment, the first motor is controlled to drive the first drive axle.

[0013] In this design, a transition region parameter range is set at the boundary of the parameter range corresponding to controlling the first motor to generate electrical energy and controlling the first motor to drive the first drive axle. Within the transition region parameter range, the vehicle determines to maintain the control mode of the first motor at the current moment as before. This can avoid frequent switching of the control mode of the first motor, which would lead to problems such as poor driving experience.

[0014] In one possible design, the total drive demand power limit is determined based on the peak drive power of the second motor.

[0015] In this design, the total drive demand power limit is set based on the peak drive power of the second motor. This effectively ensures the vehicle's drive force requirements and avoids situations where the total drive demand power limit is set too high, resulting in insufficient drive force, or too low, leading to insufficient SOC of the power battery in scenarios where the vehicle does not require excessive drive force. Thus, this design can largely balance the vehicle's drive force and range requirements.

[0016] In one possible design, the first total drive demand power limit and the second total drive demand power limit are determined based on the peak drive power of the second motor.

[0017] In this design, the total drive demand power limit is set based on the peak drive power of the second motor. This effectively ensures the vehicle's drive force requirements and avoids situations where the total drive demand power limit is set too high, resulting in insufficient drive force, or too low, leading to insufficient SOC of the power battery in scenarios where the vehicle does not require excessive drive force. Thus, this design can largely balance the vehicle's drive force and range requirements.

[0018] In one possible design, the at least one vehicle operating parameter further includes the vehicle's operating speed. The step of 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, based on the at least one vehicle operating parameter, can be implemented as follows: when the operating speed is less than a first speed threshold, based on the power battery's SOC and the vehicle's total driving power demand, 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.

[0019] In this design, since the total driving power demand of the vehicle is high when the vehicle reaches medium and high speed scenarios, and the SOC consumption of the power battery is fast, the vehicle operating parameters of the operating speed can also be comprehensively considered. When the operating speed is less than the first speed threshold, the first motor can be controlled to ensure that the vehicle can balance the driving force demand and driving range demand to a large extent in medium and low speed operating scenarios.

[0020] In one possible design, the at least one vehicle operating parameter includes the vehicle's operating speed. When the operating speed is greater than or equal to a second speed threshold, the vehicle's engine is controlled to drive the first drive axle.

[0021] In this design, when the vehicle reaches medium-to-high speed operating scenarios, the engine is used to drive the first drive axle. This reduces energy loss during charging and discharging, improves system efficiency, and helps meet the vehicle's total drive power requirements.

[0022] In one possible design, the vehicle obtains its operating speed during operation, which can be implemented by obtaining the operating speed based on the vehicle's average operating speed over a historical time period and the vehicle's real-time operating speed.

[0023] In this design, the vehicle operating parameters, which determine the vehicle's operating speed, are obtained by using the vehicle's average operating speed and real-time operating speed over a specified historical period. This avoids frequent changes in the control method of the first motor due to large fluctuations in the real-time operating speed, thereby reducing wear and tear on the first motor and ensuring driving comfort.

[0024] In one possible design, the vehicle obtains the total drive demand power during operation, which can be implemented by obtaining the total drive demand power based on the vehicle's average drive demand power over a historical time period and the vehicle's real-time drive demand power.

[0025] In this design, the total drive demand power of the vehicle is determined by the average drive demand power and the real-time drive demand power of the vehicle over a specified historical period. This avoids frequent changes in the control mode of the first motor due to large fluctuations in the total drive demand power, thereby reducing the wear and tear on the first motor and ensuring driving comfort.

[0026] Secondly, embodiments of this application provide a hybrid vehicle drive control system, the system comprising: 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 used to acquire at least one vehicle operating parameter during vehicle operation; and based on the at least one vehicle operating parameter, control the first motor to generate electrical energy and output it to the power battery, or control the first motor to drive the first drive axle.

[0027] In one possible design, the at least one vehicle operating parameter includes the state of charge (SOC) of the power battery and the total driving power demand of the vehicle.

[0028] In one possible design, the vehicle controller, when controlling the first motor to generate electrical energy and output it to the power battery based on the at least one vehicle operating parameter, specifically controls the first motor to generate electrical energy and output it to the power battery when the SOC of the power battery is less than the SOC parameter limit value and the total driving power demand of the vehicle is less than the total driving power demand limit value. The vehicle controller, when controlling the first motor to drive the first drive axle based on the at least one vehicle operating parameter, specifically controls the first motor to drive the first drive axle when the SOC of the power battery is greater than or equal to the SOC parameter limit value and the total driving power demand of the vehicle is greater than or equal to the total driving power demand limit value.

[0029] In one possible design, the vehicle controller, when controlling the first motor to generate electrical energy and output it to the power battery based on the at least one vehicle operating parameter, specifically controls the first motor to generate electrical energy and output it to the power battery when the SOC of the power battery is less than a first SOC parameter limit value and the total driving power demand of the vehicle is less than a first total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than a second SOC parameter limit value, and the total driving power demand of the vehicle is greater than or equal to the first total driving power demand limit value and less than a second total driving power demand limit value, and the first motor was controlled to generate electrical energy and output it to the power battery in the previous moment before the current moment. The vehicle controller is configured to control the first motor to drive the first drive axle based on the at least one vehicle operating parameter. Specifically, it is configured to control the first motor to drive the first drive axle when the SOC of the power battery is greater than or equal to the second SOC parameter limit value and the total driving power demand of the vehicle is greater than or equal to the second total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor was controlled to drive the first drive axle in the previous moment of the current moment.

[0030] In one possible design, the total drive demand power limit is determined based on the peak drive power of the second motor.

[0031] In one possible design, the first total drive demand power limit and the second total drive demand power limit are determined based on the peak drive power of the second motor.

[0032] In one possible design, the at least one vehicle operating parameter further includes the vehicle's operating speed. The vehicle controller, used to control the first motor to generate electrical energy and output it to the power battery, or to control the first motor to drive the first drive axle, specifically when the operating speed is less than a first speed threshold, controls the first motor to generate electrical energy and output it to the power battery, or controls the first motor to drive the first drive axle, based on the power battery's SOC and the vehicle's total driving power demand.

[0033] In one possible design, the at least one vehicle operating parameter includes the vehicle's operating speed. The system also includes an engine. The vehicle controller is further configured to control the engine to drive the first drive axle when the operating speed is greater than or equal to a second speed threshold.

[0034] In one possible design, when the vehicle controller acquires the vehicle's operating speed during operation, it specifically acquires the operating speed based on the vehicle's average operating speed over a historical time period and the vehicle's real-time operating speed.

[0035] In one possible design, the vehicle controller, when acquiring the total drive demand power of the vehicle during operation, obtains the total drive demand power based on the average drive demand power of the vehicle over a historical time period and the real-time drive demand power of the vehicle.

[0036] Thirdly, embodiments of this application provide a vehicle including a body, front wheels, rear wheels, and a hybrid vehicle drive control system as described in any of the designs in the second aspect above.

[0037] For the beneficial effects that can be achieved by each design in the second to third aspects mentioned above, please refer to the beneficial effects corresponding to each design in the first aspect mentioned above. They will not be repeated here. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of a hybrid vehicle drive control system.

[0039] Figure 2 A schematic flowchart illustrating a hybrid vehicle drive control method provided in an embodiment of this application;

[0040] Figure 3 One of the schematic diagrams illustrating a preset correspondence provided in the embodiments of this application;

[0041] Figure 4 A second schematic diagram illustrating a preset correspondence provided in an embodiment of this application;

[0042] Figure 5 The third schematic diagram illustrating a preset correspondence provided in the embodiments of this application;

[0043] Figure 6 This is the fourth schematic diagram of a preset correspondence provided in the embodiments of this application. Detailed Implementation

[0044] Figure 1This is a schematic diagram of a hybrid vehicle drive control system. This drive control system enables the vehicle to drive normally. Taking a four-wheel drive range-extended hybrid vehicle as an example, the drive 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 if the hybrid vehicle is a six-wheel drive, eight-wheel drive, or similar type, a corresponding additional control unit can be added. Figure 1 The second drive axle 4, the second motor 2, and the second motor controller 6C shown constitute the vehicle's drive control system.

[0045] In this hybrid vehicle, a first motor 1A and an engine 1B are connected and respectively connected to a first drive axle 3. The first drive axle 3 is used to drive the first wheel on one side of the vehicle, such as the front wheel. The engine 1B is used to drive the first motor 1A to generate electrical energy, or to drive the first wheel on one side via the first drive axle 3. The first motor 1A is used to drive the first wheel on one side via the first drive axle 3, or to receive power from the engine 1B to generate electrical energy, and then outputs the generated electrical energy to the power battery 5 to charge the power battery 5. Furthermore, the first motor 1A and the engine 1B can be a range extender.

[0046] The second motor 2 is connected to the second drive axle 4, which is used to drive the second side wheel of the hybrid vehicle, such as the rear wheel. The second motor 2 drives the second side wheel through the second drive axle 4.

[0047] The power battery 5 is connected to the first motor 1A and the second motor 2, and is used to receive the electrical energy output by the first motor 1A and output the stored electrical energy to the first motor 1A and / or the second motor 2.

[0048] Based on the above description of the vehicle's drive control system, it can be concluded that the first motor 1A can not only act as a generator to charge the power battery 5, but also as a drive motor to drive the first drive axle 3. The engine 1B can not only drive the first motor 1A to generate electrical energy, but also act as a drive motor to drive the first drive axle 3.

[0049] Furthermore, the vehicle controller 7 is connected to the first motor controller 6A, the engine controller 6B, and the second motor controller 6C, respectively. 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. In implementation, the vehicle controller 7 can be regarded as the 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 drives the first motor 1A, and / or the engine controller 6B drives the engine 1B, and / or the second motor controller 6C drives the second motor 2, thereby ensuring the normal operation of the vehicle.

[0050] It should be noted that the division of controllers in the drive control system described in this application is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used. Furthermore, in this application, the controllers can also be integrated into a single 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 exist as separate physical entities. The integrated unit described above can be implemented in hardware or as a software functional unit. Currently, the drive control system of a vehicle is typically divided into a hybrid control unit (HCU) and individual motor controllers.

[0051] As described in the background section, the first motor cannot simultaneously perform both power generation and driving functions. Therefore, to reduce the size and cost of the motor assembly in range-extended hybrid vehicles, different control methods are used to manage the first motor under varying operating conditions to ensure normal vehicle operation. Thus, how to control the first motor while meeting the vehicle's driving requirements and the power battery's charge level is a topic worthy of further research.

[0052] In view of this, embodiments of this application provide a hybrid vehicle drive control method. This method provides a solution for determining the control of the first motor while meeting the vehicle's drive requirements and ensuring the power battery's charge level.

[0053] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0054] It should be noted that "multiple" in this application refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. Furthermore, it should be understood that although terms such as "first," "second," etc., may be used to describe various data in the embodiments of this application, these data should not be limited to these terms. These terms are only used to distinguish the data from each other.

[0055] See Figure 2 This application provides a hybrid vehicle drive control method according to an embodiment. This method can be... Figure 1 The hybrid vehicle drive control system is executed by the vehicle controller 7, and the specific steps include:

[0056] S201, the vehicle controller 7 acquires at least one vehicle operating parameter during the operation of the vehicle.

[0057] For example, vehicle operating parameters may include, but are not limited to, the following parameters:

[0058] 1) The state of charge (SOC) of the power battery, also known as the remaining capacity of the power battery. It can be understood that when the SOC of the power battery is low, the first motor (1A) typically needs to charge the power battery (5).

[0059] 2) Total driving power demand of the vehicle. It can be understood that the total driving power demand is higher when the vehicle needs more driving force, such as when the vehicle is accelerating or climbing a hill.

[0060] For example, the total drive power demand of a vehicle can be met by the drive motors included in the vehicle. According to Figure 1The drive control system shown includes a second motor 2 and / or a first motor 1A as drive motors. If the vehicle is driven by the second motor 2 and / or the first motor 1A, the vehicle can be driven as a pure electric vehicle. Alternatively, the engine 1B can also be used as a drive motor, in which case the vehicle is driven as a hybrid vehicle. For example, if the total drive power demand of the vehicle is 100 kilowatts (kW), and the peak drive power of the second motor 2 is 80 kW, then the second motor 2 alone cannot meet the vehicle's drive demand. Therefore, the first motor 1A and the second motor 2 can work together to drive the vehicle, such as the second motor 2 providing 70 kW of drive power demand and the first motor 1A providing the remaining 30 kW. As another example, if the total drive power demand of the vehicle is 50 kW, then the second motor 2 alone can meet the vehicle's drive demand. Therefore, the second motor 2 can drive the vehicle. In this scenario, if the SOC of the power battery is low, the first motor 1A can be used to charge the power battery 5.

[0061] 3) Vehicle operating speed. Generally, as the vehicle's operating speed increases, the total driving power required by the vehicle also increases.

[0062] Another example is that at least one vehicle operating parameter may also include parameters that may be involved in the vehicle operation, such as departure point, destination, target route and driving mode, which are not limited in this application.

[0063] S202, the vehicle controller 7 controls the first motor to generate electrical energy and output it to the power battery according to the at least one vehicle operating parameter, or controls the first motor to drive the first drive axle.

[0064] To better understand the method provided in this application, in the following embodiments, controlling the first motor 1A to generate electrical energy and output it to the power battery 5 can be understood as controlling the first motor 1A to be in a "power generation mode," and controlling the first motor 1A to drive the first drive axle 3 can be understood as controlling the first motor 1A to be in a "drive mode." The working principle of the first motor 1A in different working modes is described below.

[0065] A) Power Generation Mode. For example, when the vehicle controller 7 detects that the SOC of the power battery is less than the SOC parameter limit, it can send an instruction to the engine controller 6B. Upon receiving the instruction, the engine controller 6B controls the engine 1B to drive the first motor 1A. Then, driven by the engine 1B, the first motor 1A can act as a generator to produce electrical energy, which is then transmitted to the power battery 5 for storage. Thus, the vehicle controller 7 can control the first motor 1A to activate the power generation mode based on the vehicle operating parameters, such as the SOC of the power battery during vehicle operation. It should be noted that the SOC parameter limit can be a predefined value or an empirical value; this application does not limit its application in this regard.

[0066] B) Drive Operation Mode. For example, when the vehicle controller 7 detects that the total drive power demand of the vehicle is greater than or equal to the total drive power limit value, it can send an instruction message to the first motor controller 6A. After receiving the instruction message, the first motor controller 6A can control the first motor 1A to disconnect from the mechanical connection with the engine 1B and drive the first drive axle 3. Thus, the vehicle controller 7 can control the first motor 1A to activate the drive operation mode based on the vehicle operating parameters, specifically the total drive power demand during vehicle operation. It should be noted that the total drive power limit value can be a predefined value or an empirical value; this application does not limit its application in this regard.

[0067] Furthermore, during implementation of this application, the first motor 1A can also be in a standby state, or it can be determined based on at least one vehicle operating parameter during vehicle operation. Optionally, the first motor 1A can be in a standby state in power generation mode, in a standby state in drive mode, or in an initial standby state. For example, after the first motor 1A switches to power generation mode, if the power battery 5 is charged by the first motor 1A, and the SOC of the power battery 5 meets the condition of being greater than or equal to a certain SOC threshold (e.g., ≥90%), or even fully charged, and the vehicle controller 7 has not instructed the first motor controller 6A to switch to drive mode, then the first motor 1A can be in a standby state in power generation mode, waiting for the first motor controller 6A to follow the next instruction from the vehicle controller 7. The next instruction from the vehicle controller 7 can be to instruct the first motor 1A to change from a standby state to a power generation mode, or it can be to instruct the first motor 1A to switch to drive mode, which can be determined based on the vehicle's operating conditions. The same applies to being in a standby state in drive mode, and will not be elaborated further. For example, when the vehicle is first started, the first motor 1A is neither in the power generation mode nor in the drive mode, but is in standby mode in the initialization scenario, waiting for the next instruction from the vehicle controller 7.

[0068] In one possible implementation, the vehicle controller 7 can determine the operating mode of the first motor 1A based on the SOC of the power battery 5 and the total driving power demand of the vehicle. For example, considering both meeting the real-time total driving power demand of the vehicle and ensuring sufficient remaining charge in the power battery 5, different parameter ranges can be defined based on the SOC of the power battery and the total driving power demand of the vehicle. Each parameter range can be associated with a corresponding operating mode of the first motor 1A, i.e., a preset correspondence can be stored. In this way, after obtaining the SOC of the power battery and the total driving power demand of the vehicle during operation, the vehicle controller 7 determines the parameter range in which the vehicle's operating parameters fall, and further determines the operating mode of the first motor 1A based on the stored preset correspondence, thereby improving the vehicle's driving efficiency and ensuring the driving force and mileage requirements during vehicle operation.

[0069] In the first example, such as Figure 3 This is a schematic diagram illustrating a preset correspondence provided in an embodiment of this application. Since a lower SOC of the power battery generally requires the first motor 1A to be in power generation mode, and a higher total driving power demand of the vehicle generally requires the first motor 1A to be in driving mode, when setting the preset correspondence, as the SOC of the power battery decreases, the proportion of the parameter range of the power generation mode increases under different total driving power demands of the vehicle; and as the total driving power demand of the vehicle increases, the proportion of the parameter range of the driving mode increases under different power battery SOCs.

[0070] Based on this, the parameter ranges divided according to the SOC of the power battery and the total driving power demand of the vehicle can be as follows: Figure 3 The content shown is as follows. In this example, assuming the total driving power demand of the vehicle is used as the horizontal axis and the SOC of the power battery is used as the vertical axis, different parameter ranges can be divided in a step-decreasing manner based on at least one SOC parameter limit value and at least one total driving power demand limit value.

[0071] Optional, such as Figure 3 As shown, the SOC parameter limit value is not a fixed value. Based on different total drive demand power limit value ranges, the SOC parameter limit values ​​can be divided into SOC1, SOC2, SOC3, and SOC4, with values ​​gradually increasing. It should be noted that... Figure 3This paper uses four SOC parameter limit values ​​as an example. In practice, more or fewer SOC parameter limit values ​​can be selected based on the actual situation of the vehicle; this application does not impose any limitations on this. Furthermore, the specific values ​​of SOC1, SOC2, SOC3, and SOC4 can be customized based on vehicle operating parameters such as operating conditions or driving style, or can be empirical values. For example, selectable values ​​include SOC1 = 20%, SOC2 = 40%, SOC3 = 60%, and SOC4 = 90%.

[0072] Similarly, Figure 3 The total drive demand power limit value is not a fixed value. Combining different SOC parameter limit value ranges, the total drive demand power limit value can be divided into P2_1, P2_2, and P2_3, with values ​​gradually increasing. Furthermore, the peak drive power P2_max of the second motor and the peak drive power P_max of the vehicle can also be used as the total drive demand power limit value. The vehicle's P_max is typically the sum of the peak drive power of all drive motors driving the vehicle. For example, when the first motor 1A is in drive mode, the vehicle's P_max can be the sum of the peak drive power P1_max of the first motor and the peak drive power P2_max of the second motor.

[0073] The parameter range corresponding to the power generation operating mode can be: the SOC of the power battery is less than the SOC parameter limit value, and the total driving power demand of the vehicle is less than the total driving power demand limit value. For example, Figure 3 In the example, based on multiple SOC parameter limit values ​​and multiple total drive demand power limit values, the parameter range corresponding to the power generation operating mode is obtained as follows: the SOC of the power battery is less than SOC4 and the total drive demand power of the vehicle is less than P2_1; the SOC of the power battery is less than SOC3 and the total drive demand power of the vehicle is less than P2_2; the SOC of the power battery is less than SOC2 and the total drive demand power of the vehicle is less than P2_3; and the SOC of the power battery is less than SOC1 and the total drive demand power of the vehicle is less than P_max. Thus, when at least one vehicle operating parameter acquired by the vehicle falls within the parameter range corresponding to this power generation operating mode, the first motor 1A is controlled to generate electrical energy and output it to the power battery 5.

[0074] The parameter range corresponding to the driving operating mode can be: the SOC of the power battery is greater than or equal to the SOC parameter limit value, and the total driving power demand of the vehicle is greater than or equal to the total driving power demand limit value. For example, Figure 3In the example, based on multiple SOC parameter limit values ​​and multiple total drive demand power limit values, the parameter range corresponding to the drive operating mode is obtained as follows: the SOC of the power battery is greater than or equal to SOC4 and the total drive demand power of the vehicle is greater than or equal to 0; the SOC of the power battery is greater than or equal to SOC3 and the total drive demand power of the vehicle is greater than or equal to P2_1; the SOC of the power battery is greater than or equal to SOC2 and the total drive demand power of the vehicle is greater than or equal to P2_2; and the SOC of the power battery is greater than or equal to SOC1 and the total drive demand power of the vehicle is greater than or equal to P2_3. Thus, when at least one vehicle operating parameter acquired by the vehicle falls within the parameter range corresponding to this drive operating mode, the first motor 1A is controlled to drive the first drive axle 3.

[0075] It should be noted that, Figure 3 This paper uses three total drive demand power limit values ​​as an example. In practice, more or fewer total drive demand power limit values ​​can be selected based on the actual situation of the vehicle; this application does not impose any limitations on this. Furthermore, the specific values ​​of P2_1, P2_2, and P2_3 can be customized based on vehicle operating parameters such as operating conditions or driving style, or can be empirical values. Specifically, P2_1, P2_2, and P2_3 can be determined based on the peak drive power of the vehicle's second motor. For example, selectable values ​​include P2_1 = 20% * P2_max, P2_2 = 50% * P2_max, and P2_3 = 80% * P2_max.

[0076] It is understandable that when the total driving power demand of the vehicle is less than the peak driving power of the second motor 2, and is relatively small, the second motor 2 can usually meet the vehicle's total driving power demand limit. In this case, the second motor 2 can meet the vehicle's driving force demand during normal driving. However, as the vehicle's total driving power demand gradually increases and approaches the peak driving power of the second motor 2, it is necessary to add the first motor 1A as a driving motor to meet the vehicle's driving force demand. Furthermore, when the vehicle's total driving power demand increases to be greater than or equal to the peak driving power of the second motor 2, and the SOC of the power battery is higher than a minimum threshold (e.g., ...), ... Figure 3 In the scenario of SOC1), it is determined that the first motor 1A needs to operate in drive mode to meet the driver's driving force requirements and ensure normal vehicle operation. In this way, by balancing the SOC of the power battery and the total driving power demand of the vehicle, the driving force and driving range requirements during vehicle operation can be better guaranteed. This avoids the vehicle being unable to travel more distance due to the power battery's excessively low SOC, and also avoids the inability to meet the driving force requirements of the driver and passengers due to insufficient driving power.

[0077] In the second example, considering the various possible driving scenarios during vehicle operation, such as frequent acceleration and deceleration at intersections and red lights, the first motor 1A might frequently switch between power generation and drive modes, resulting in a poor driving experience. In this application, the preset correspondence may also include a transition region parameter range, which lies between the boundary between the power generation mode and the drive mode corresponding to the first motor 1A. See [reference needed]. Figure 4 This is a schematic diagram illustrating another preset correspondence provided in the embodiments of this application.

[0078] For example, when the vehicle controller 7 determines that the parameter range falls within the transition region based on at least one acquired vehicle operating parameter, it determines that the operating mode of the first motor 1A is to maintain the operating mode of the previous time step. For instance, assuming the current time is T2, if the operating mode of the first motor 1A in the previous time step T1 was the power generation mode, then the first motor 1A maintains the power generation mode; conversely, if the operating mode of the first motor 1A in the previous time step T1 was the drive mode, then the first motor 1A maintains the drive mode. Therefore, parameters falling within this transition region can be determined to be either the power generation mode or the drive mode based on the operating mode of the first motor 1A in the previous time step.

[0079] Based on this, the parameter range corresponding to the power generation operating mode can include two parts, as follows:

[0080] 40a) The SOC of the power battery is less than the first SOC parameter limit value, and the total driving power demand of the vehicle is less than the first total driving power demand limit value; or,

[0081] 40b) The SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor 1A is controlled to generate electrical energy and output it to the power battery 5 in the previous moment of the current moment. The difference between the second SOC parameter limit value and the first SOC parameter limit value can be ΔSOC, and the difference between the second total driving power demand limit value and the first total driving power demand limit value can be ΔP. For example, Figure 4 The selected second SOC parameter limit values ​​can be SOC4+△SOC / 2, SOC3+△SOC / 2, SOC2+△SOC / 2, and SOC1+△SOC / 2, respectively; while Figure 4The first SOC parameter limit values ​​selected can be SOC4-△SOC / 2, SOC3-△SOC / 2, SOC2-△SOC / 2, and SOC1-△SOC / 2, respectively. The selection of the second total drive demand power limit value and the first total drive demand power limit value is similar to that of the second SOC parameter limit value and the first SOC parameter limit value, and will not be described in detail here.

[0082] In this way, when at least one vehicle operating parameter acquired by the vehicle falls within the parameter range corresponding to the power generation working mode, the first motor 1A is controlled to generate electrical energy and output it to the power battery 5.

[0083] It should be noted that, in the implementation of this application, the differences between the second SOC parameter limit value and the first SOC parameter limit value corresponding to the selected multiple SOC parameter limit values ​​may be different or partially different. For example, the difference between the second SOC parameter limit value and the first SOC parameter limit value corresponding to SOC4 may be ΔSOC4, while the difference between the second SOC parameter limit value and the first SOC parameter limit value corresponding to SOC3 may be ΔSOC3, and ΔSOC4 and ΔSOC3 are different. Similarly, the second total drive demand power limit value and the first total drive demand power limit value corresponding to the selected multiple total drive demand power limit values ​​may also be different or partially different, which will not be elaborated further in this application.

[0084] The parameter range corresponding to the driving working mode may also include two parts, as follows:

[0085] 40c) The SOC of the power battery is greater than or equal to the second SOC parameter limit value, and the total driving power demand of the vehicle is greater than or equal to the second total driving power demand limit value; or,

[0086] 40d) The SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor 1A is controlled to drive the first drive axle 3 in the previous moment of the current moment.

[0087] Thus, when at least one vehicle operating parameter acquired by the vehicle falls within the parameter range corresponding to the driving mode, the first motor 1A is controlled to drive the first drive axle 3.

[0088] By setting a transition region parameter range at the boundary of the parameter range corresponding to controlling the first motor 1A to generate electrical energy and controlling the first motor 1A to drive the first drive axle 3, and within the transition region parameter range, the vehicle controller determines to maintain the control mode of the first motor 1A at the previous moment, which can avoid frequent switching of the control mode of the first motor 1A, thus avoiding problems such as poor driving experience.

[0089] Based on the first and second examples above, when implementing this application, the selected multiple SOC parameter limit values ​​and / or multiple total drive demand power limit values ​​can be adjusted according to the vehicle's operating conditions to adjust the proportion of parameter ranges corresponding to the power generation working mode and drive working mode of the first motor 1A.

[0090] Optional, see below Figure 5 This is a schematic diagram illustrating a preset correspondence provided in an embodiment of this application. For example, the proportion of the parameter range in the power generation operating mode can be reduced, while the proportion of the parameter range in the drive operating mode can be increased. Figure 5 The parameter range of the shaded area corresponding to the power generation operating mode is compared to Figure 3 The percentage of parameter ranges corresponding to the shown power generation operating modes has been reduced. For example, in scenarios where the vehicle's power battery capacity is large, even a lower SOC can meet the normal mileage requirements, thus reducing the probability that the first motor 1A is in power generation operating mode. This can be implemented by lowering the selected SOC parameter thresholds, changing them from SOC1 = 20%, SOC2 = 40%, SOC3 = 60%, and SOC4 = 90% to SOC1 = 10%, SOC2 = 20%, SOC3 = 50%, and SOC4 = 80%, respectively. Alternatively, in scenarios where the driver's driving style is more sporty and aggressive, and the vehicle's total drive power demand is higher, the probability that the first motor 1A is in drive operating mode can be increased. This can be implemented by lowering the selected total drive power demand thresholds.

[0091] Alternatively, see [link / reference] Figure 6 This is a schematic diagram illustrating another preset correspondence provided in an embodiment of this application. For example, the proportion of the parameter range in the driving operating mode can be reduced, while the proportion of the parameter range in the power generation operating mode can be increased. Figure 6 The parameter range of the shadow area corresponding to the medium drive working mode is compared to Figure 3The percentage of parameter ranges corresponding to the shown drive operating modes has been reduced. For example, in scenarios where the vehicle's power battery capacity is small, even a higher SOC may not meet the usual mileage requirements, thus increasing the probability that the first motor 1A is in generator mode. This can be implemented by increasing the selected SOC parameter thresholds, changing them from SOC1 = 20%, SOC2 = 40%, SOC3 = 60%, and SOC4 = 90% to SOC1 = 30%, SOC2 = 50%, SOC3 = 70%, and SOC4 = 95%, respectively. Alternatively, in scenarios where the driver's driving style is relatively stable and the vehicle's total drive power demand is low, the probability that the first motor 1A is in drive mode can be reduced. This can be implemented by increasing the selected total drive power demand thresholds.

[0092] In the third example, considering that vehicles typically require higher total drive power in medium-to-high-speed driving scenarios, the first motor 1A cannot be used for both driving and power generation simultaneously. Therefore, vehicles generally cannot simultaneously meet both the total drive power requirement and the SOC requirement of the power battery. Based on this, the preset correspondence set in this application can also consider vehicle operating parameters related to the vehicle's operating speed. When the vehicle's operating speed is greater than or equal to a second speed threshold, to reduce energy loss during charging and discharging and improve system efficiency, the vehicle controller can control the engine 1B to drive the first drive axle 3. This can also be understood as controlling the engine 1B in direct-drive mode to help meet the vehicle's total drive power requirement. In other words, when the vehicle's operating speed is greater than or equal to the second speed threshold, energy loss occurs during the process of engine 1B driving the first motor 1A to charge the power battery 5, and then the power battery 5 discharging to drive the second motor 2 and / or the first motor 1A to drive the vehicle's drive axle. Therefore, when the vehicle's operating speed reaches a certain threshold, engine 1B can directly drive the first drive axle to ensure greater system efficiency. The second speed threshold is either predefined or an empirical value, and this application does not impose any limitations on it.

[0093] For example, after obtaining the vehicle operating parameters of the vehicle's operating speed according to step 201, it is determined whether the vehicle operating parameters are greater than or equal to the second vehicle speed threshold. If it is determined that the vehicle speed is greater than or equal to the second vehicle speed threshold, the vehicle controller 7 can send an instruction message to the engine controller 6B to instruct the engine controller 6B to control the engine 1B to drive the first drive axle 3 to meet the vehicle's driving force requirements.

[0094] Furthermore, when engine 1B is in direct drive mode, the first motor 1A can operate in several modes, as follows:

[0095] In the first case, if the driving power demand of the engine 1B is less than the peak driving power of the engine 1B and the SOC of the power battery is less than the first SOC setting value, the working mode of the first motor 1A can be determined to be the power generation working mode.

[0096] In this case, engine 1B can meet the total driving power demand of the vehicle, and can also use the remaining driving power to drive the first motor 1A to generate electricity, thereby ensuring that the SOC of the power battery is not lower than the minimum threshold 1.

[0097] In the second scenario, if the driving power demand of the engine 1B is greater than the peak driving power of the engine 1B, and the SOC of the power battery is greater than or equal to the second SOC setting value, the operating mode of the first motor 1A can be determined as the driving operating mode.

[0098] In this situation, if the engine 1B cannot meet the total driving power demand of the vehicle, and the SOC of the power battery reaches a certain SOC threshold, the first motor 1A can also be used to drive the first drive axle, thereby ensuring the driving force demand of the vehicle.

[0099] It should be noted that in the third example, the second motor 2 can also determine whether to drive the second drive axle 4 based on the vehicle's driving force requirements and the driving status of engine 1B. For example, if engine 1B can meet the vehicle's driving force requirements, the second motor 2 may not be used to drive the second drive axle 4; or, if engine 1B cannot meet the vehicle's driving force requirements or needs to use some power to drive the first motor 1A for power generation, the second motor 2 can be used to drive the second drive axle 4. It can be understood that in this case, engine 1B and the second motor 2 jointly drive the vehicle.

[0100] It should be noted that, in the various examples described above, the vehicle controller 7 acquires the vehicle's operating speed during operation, which can be implemented through the following steps:

[0101] Step A1: The vehicle controller 7 determines the average operating speed of the vehicle within a specified historical time period, assuming it is V. _mean Let V_current be used to represent and obtain the real-time operating speed of the vehicle.

[0102] Step A2: The vehicle controller 7 determines the weighting factors corresponding to the average operating speed and the real-time operating speed, respectively, assuming they are L1 and L2.

[0103] Step A3: The vehicle controller 7 obtains the operating speed by weighted summation based on the average operating speed, the real-time operating speed, and the weighting factors corresponding to the average operating speed and the real-time operating speed, denoted as V.

[0104] For example, the operating speeds used in the various examples described above can conform to the following formula 1:

[0105] V = L1 * V _mean +L2*V_current Formula 1

[0106] The sum of L1 and L2 can equal 1, and their values ​​can be set according to factors such as the vehicle's power requirements and driving style. For example, if the vehicle's driving style is relatively stable and gentle, L1 can be set to a larger weighting factor, while L2 can be set to a smaller weighting factor, such as L1 = 0.6 and L2 = 0.4. This avoids frequent switching of the operating mode of the first motor 1A and also ensures driving comfort.

[0107] Furthermore, it should be noted that in the above examples, the vehicle controller 7 obtains the total drive power demand of the vehicle during operation, which can be implemented by including the following steps:

[0108] Step B1: The vehicle controller 7 determines the average drive demand power of the vehicle within a specified historical time period, and obtains the real-time drive demand power of the vehicle, assuming P_ mean Let P_current be used to represent and obtain the real-time operating speed of the vehicle.

[0109] Step B2: The vehicle controller 7 determines the weighting factors corresponding to the average drive demand power and the real-time drive demand power, respectively, assuming they are represented by K1 and K2.

[0110] Step B3: The vehicle controller 7 obtains the total drive demand power by weighted summation based on the average drive demand power, the real-time drive demand power, and the weighting factors corresponding to the average drive demand power and the real-time drive demand power, respectively. Let P be the representative of the total drive demand power.

[0111] For example, the operating speeds used in the various examples described above can conform to the following formula 2:

[0112] P = K1 * P_ mean +K2*P_current Formula 2

[0113] The sum of K1 and K2 can be equal to 1, and their values ​​can be set according to factors such as the vehicle's power requirements and driving style. For example, if the vehicle's driving style is relatively stable and gentle, K1 can be set to a larger weighting factor, while K2 can be set to a smaller weighting factor, such as K1 = 0.6 and K2 = 0.4. This avoids frequent switching of the operating mode of the first motor 1A and also ensures driving comfort.

[0114] This application embodiment also provides a vehicle, which includes a body and front wheels (e.g., Figure 1 The first wheel in the middle), the rear wheel (e.g.) Figure 1 The second side wheel in the middle) and the hybrid vehicle drive control system described in any of the above embodiments can be specifically structured as follows: Figure 1 As shown, I will not repeat too much here.

[0115] In the fourth example, when implementing this application, the vehicle controller 7 can also determine the control mode of the first motor 1A based on one or more other vehicle operating parameters, which will not be shown in detail in this application. For example, based on the destination input by the driver or passenger, when the destination is far away, the first motor 1A is controlled to always be in the power generation mode, that is, the first motor 1A is controlled to generate electrical energy and output it to the power battery 5.

[0116] Alternatively, for example, when the destination is relatively close, and a small section of the route is determined to require travel on a highway, the first motor 1A can be kept in drive mode while traveling on that highway, i.e., the first motor 1A drives the first drive axle 3. Furthermore, before the vehicle reaches the highway, the first motor 1A can be kept in generator mode to ensure the vehicle's driving force and the SOC requirements of the power battery on the highway.

[0117] Those skilled in the art will understand that 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. Furthermore, this application can take the form of a computer program product embodied 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.

[0118] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0119] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0120] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0121] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope of protection of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A hybrid vehicle drive control method, characterized in that, The invention is applied to range-extended hybrid vehicles, the vehicles including 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 to the power battery through the first motor. The control method includes: Acquire at least one vehicle operating parameter during the operation of the vehicle, the at least one vehicle operating parameter including the state of charge (SOC) of the power battery and the total driving power demand of the vehicle; When the SOC of the power battery is less than the first SOC parameter limit value and the total driving power demand of the vehicle is less than the first total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor was controlled to be in the power generation working mode in the previous moment of the current moment, the first motor is controlled to be in the power generation working mode, and the power generation working mode is used to instruct the engine to drive the first motor to generate electrical energy and output it to charge the power battery; When the SOC of the power battery is greater than or equal to the second SOC parameter limit value, and the total driving power demand of the vehicle is greater than or equal to the second total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor was controlled to be in the driving working mode in the previous moment of the current moment, the first motor is controlled to be in the driving working mode, and the driving working mode is used to indicate driving the first drive axle.

2. The method according to claim 1, characterized in that, The first total drive demand power limit and the second total drive demand power limit are determined based on the peak drive power of the second motor.

3. The method according to claim 1, characterized in that, The at least one vehicle operating parameter also includes the vehicle's operating speed; The method further includes: When the operating speed is less than the first speed threshold, the first motor is controlled to generate electrical energy and output it to the power battery, or the first motor is controlled to drive the first drive axle, based on the SOC of the power battery and the total driving power demand of the vehicle.

4. The method according to claim 1, characterized in that, The at least one vehicle operating parameter includes the vehicle's operating speed; the method further includes: When the operating speed is greater than or equal to the second speed threshold, the engine is controlled to drive the first drive axle.

5. The method according to claim 3 or 4, characterized in that, Obtaining the vehicle's operating speed during operation includes: The operating speed is obtained based on the average operating speed of the vehicle during the historical period and the real-time operating speed of the vehicle.

6. The method according to any one of claims 1 to 4, characterized in that, Obtaining the total drive power demand of the vehicle during operation includes: The total drive demand power is obtained based on the average drive demand power of the vehicle during the historical period and the real-time drive demand power of the vehicle.

7. A hybrid vehicle drive 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. The first motor drives the first drive axle, the second motor drives the second drive axle, and the engine generates electricity from the power battery through the first motor. The vehicle controller is used for: Acquire at least one vehicle operating parameter during the operation of the vehicle, the at least one vehicle operating parameter including the state of charge (SOC) of the power battery and the total driving power demand of the vehicle; When the SOC of the power battery is less than the first SOC parameter limit value and the total driving power demand of the vehicle is less than the first total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor was controlled to be in the power generation working mode in the previous moment of the current moment, the first motor is controlled to be in the power generation working mode, and the power generation working mode is used to instruct the engine to drive the first motor to generate electrical energy and output it to charge the power battery; When the SOC of the power battery is greater than or equal to the second SOC parameter limit value, and the total driving power demand of the vehicle is greater than or equal to the second total driving power demand limit value; or when the SOC of the power battery is greater than or equal to the first SOC parameter limit value and less than the second SOC parameter limit value, and the total driving power demand 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 the first motor was controlled to be in the driving working mode in the previous moment of the current moment, the first motor is controlled to be in the driving working mode, and the driving working mode is used to indicate driving the first drive axle.

8. The system according to claim 7, characterized in that, The first total drive demand power limit and the second total drive demand power limit are determined based on the peak drive power of the second motor.

9. The system according to claim 7, characterized in that, The at least one vehicle operating parameter also includes the vehicle's operating speed; The vehicle controller is also used for: When the operating speed is less than the first speed threshold, the first motor is controlled to generate electrical energy and output it to the power battery, or the first motor is controlled to drive the first drive axle, based on the SOC of the power battery and the total driving power demand of the vehicle.

10. The system according to claim 7, characterized in that, The at least one vehicle operating parameter includes the vehicle's operating speed; The vehicle controller is also used for: When the operating speed is greater than or equal to the second speed threshold, the engine is controlled to drive the first drive axle.

11. The system according to claim 9 or 10, characterized in that, The vehicle controller, when acquiring the vehicle speed during operation, is specifically used for: The operating speed is obtained based on the average operating speed of the vehicle during the historical period and the real-time operating speed of the vehicle.

12. The system according to any one of claims 7 to 10, characterized in that, The vehicle controller, when acquiring the total drive power demand of the vehicle during operation, is specifically used for: The total drive demand power is obtained based on the average drive demand power of the vehicle during the historical period and the real-time drive demand power of the vehicle.

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