Hybrid vehicle power control method, vehicle controller and hybrid vehicle

Abstract

The application discloses a hybrid electric vehicle power control method, a vehicle controller and a hybrid electric vehicle. The method comprises the following steps: acquiring navigation road data, determining a current mode of a battery corresponding to a power battery according to the navigation road data; acquiring current vehicle data, querying a SOC calibration MAP corresponding to the current mode of the battery according to the current vehicle data, and acquiring a target SOC of the battery corresponding to the power battery; acquiring power demand data, querying a torque calibration MAP according to the power demand data and the target SOC of the battery, and acquiring a target power torque; and controlling a power executing component corresponding to the target power torque to work according to the target power torque. The method can automatically adjust in combination with actual conditions of a vehicle and actual conditions of a road, and reduce fuel consumption in an actual driving condition.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, and in particular to a hybrid electric vehicle power control method, a vehicle controller, and a hybrid electric vehicle. Background Technology

[0002] Hybrid electric vehicles (HEVs) are currently an effective way to reduce fuel consumption per vehicle and average fuel consumption for businesses. HEVs add an extra power delivery path, increasing the freedom in developing control strategies and enhancing the potential for overall fuel consumption optimization. However, current HEVs have a fixed State of Charge (SOC) threshold for mode switching, and the maximum power distribution map (MAP) for each mode is also fixed; the control strategy does not automatically adjust based on road information. Therefore, existing HEV control strategies can only guarantee fuel consumption performance under standard test conditions, resulting in higher fuel consumption in real-world driving conditions. Summary of the Invention

[0003] This invention provides a hybrid electric vehicle power control method, a vehicle controller, and a hybrid electric vehicle to solve the problem of high fuel consumption in existing hybrid electric vehicles under actual driving conditions.

[0004] This invention provides a power control method for a hybrid electric vehicle, comprising: Acquire navigation road data, and determine the current battery mode corresponding to the power battery based on the navigation road data; Obtain the current vehicle data, and based on the current vehicle data, query the SOC calibration MAP corresponding to the current battery mode to obtain the target SOC of the power battery. Obtain power demand data, and based on the power demand data and the target SOC of the battery, query the torque calibration MAP to obtain the target power torque; Based on the target power torque, control the operation of the power actuation component corresponding to the target power torque.

[0005] Preferably, the step of acquiring navigation road data and determining the current battery mode corresponding to the power battery based on the navigation road data includes: Acquire battery status data, which includes the battery rated capacity and battery available window; The available battery capacity is determined based on the battery's rated capacity and the battery's available window. Based on the available battery capacity, query the distance threshold reference MAP to obtain the target distance threshold; Based on the target distance threshold, navigation road data is obtained, and the current battery mode corresponding to the power battery is determined based on the navigation road data.

[0006] Preferably, the target distance threshold includes a short distance threshold and a long distance threshold; The step of obtaining navigation road data based on the target distance threshold and determining the current battery mode corresponding to the power battery based on the navigation road data includes: Based on the short distance threshold and the long distance threshold, short distance road segments and long distance road segments are determined, and the short distance average vehicle speed corresponding to the short distance road segment and the long distance average vehicle speed corresponding to the long distance road segment are obtained. If the short-distance average vehicle speed is greater than the target vehicle speed threshold, and the long-distance average vehicle speed is not greater than the target vehicle speed threshold, then the biased charging working mode is determined as the current battery mode corresponding to the power battery. If the short-distance average vehicle speed is greater than the target vehicle speed threshold, and the long-distance average vehicle speed is greater than the target vehicle speed threshold, then the balanced working mode is determined as the current battery mode corresponding to the power battery. If the short-distance average vehicle speed is not greater than the target vehicle speed threshold, and the long-distance average vehicle speed is greater than the target vehicle speed threshold, then the bias discharge working mode is determined as the current battery mode corresponding to the power battery. If the short-distance average vehicle speed is not greater than the target vehicle speed threshold, and the long-distance average vehicle speed is not greater than the target vehicle speed threshold, then the open working mode is determined as the current battery mode corresponding to the power battery.

[0007] Preferably, the target distance threshold includes a slope distance threshold; The step of obtaining navigation road data based on the target distance threshold and determining the current battery mode corresponding to the power battery based on the navigation road data includes: Based on the slope distance threshold, the target slope segment is determined, and the current slope direction and current slope angle corresponding to the target slope segment are obtained; If the current slope direction is uphill and the current slope angle is greater than the target angle threshold, then the offset working mode is determined as the current battery mode corresponding to the power battery. If the current slope direction is downhill and the current slope angle is greater than the target angle threshold, then the bias charging working mode is determined as the current battery mode corresponding to the power battery.

[0008] Preferably, the step of acquiring current vehicle data, querying the SOC calibration MAP corresponding to the current battery mode based on the current vehicle data, and obtaining the target SOC of the power battery includes: Acquire current vehicle data, including the vehicle's expected speed and the average power of its accessories; Based on the expected vehicle speed, query the basic SOC calibration MAP corresponding to the current battery mode to obtain the basic SOC of the power battery. Based on the expected vehicle speed and the average power of the accessories, query the correction value calibration MAP corresponding to the current battery mode to obtain the SOC correction value; Based on the base SOC of the power battery and the SOC correction value, the target SOC of the power battery is obtained.

[0009] Preferably, the step of querying the torque calibration MAP and obtaining the target power torque based on the power demand data and the target battery SOC includes: Based on the power demand data and the target battery SOC, query the engine torque calibration MAP to obtain the engine target torque; Based on the engine target torque, query the torque relationship mapping MAP to obtain the generator target torque; Based on the power demand data and the engine target torque, the electric motor target torque is obtained.

[0010] Preferably, the power demand data includes half-shaft torque demand, vehicle current speed, battery current SOC, and engine efficiency; The step of querying the engine torque calibration MAP and obtaining the engine target torque based on the power demand data and the battery target SOC includes: Based on the required torque of the half-shaft and the current vehicle speed, query the basic required torque MAP to obtain the basic required torque of the engine. Based on the target SOC of the battery, the current SOC of the battery, and the engine efficiency, query the torque coefficient calibration MAP to obtain the engine torque coefficient; The target torque of the engine is obtained based on the engine's basic required torque and the engine torque coefficient.

[0011] Preferably, the step of querying the torque coefficient calibration MAP based on the battery target SOC, the battery current SOC, and the engine efficiency to obtain the engine torque coefficient includes: Based on the target SOC of the battery and the current SOC of the battery, obtain the battery SOC difference; Based on the battery SOC difference, the engine torque coefficient is obtained by querying the torque coefficient calibration MAP.

[0012] The present invention provides a vehicle controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described hybrid electric vehicle power control method.

[0013] The present invention provides a hybrid electric vehicle, including the above-mentioned vehicle controller.

[0014] The aforementioned hybrid electric vehicle power control method, vehicle controller, and hybrid electric vehicle determine the current battery mode based on real-time acquired navigation road data, ensuring that the current battery mode matches the actual road conditions. Then, based on the current vehicle data, a SOC calibration MAP corresponding to the current battery mode is queried to obtain the target battery SOC, ensuring that the target battery SOC matches the actual vehicle and road conditions. Next, a target torque is determined based on power demand data and the target battery SOC, and the corresponding power actuators are controlled according to the target torque. This ensures that the hybrid electric vehicle's power control process can automatically adjust based on actual vehicle and road conditions, reducing fuel consumption under actual driving conditions. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of a hybrid electric vehicle power control system according to an embodiment of the present invention; Figure 2 This is a flowchart of a hybrid electric vehicle power control method according to an embodiment of the present invention; Figure 3 This is another flowchart of a hybrid electric vehicle power control method according to one embodiment of the present invention; Figure 4 This is another flowchart of a hybrid electric vehicle power control method according to one embodiment of the present invention; Figure 5 This is another flowchart of a hybrid electric vehicle power control method according to one embodiment of the present invention; Figure 6 This is another flowchart of a hybrid electric vehicle power control method according to one embodiment of the present invention; Figure 7 This is another flowchart of a hybrid electric vehicle power control method according to one embodiment of the present invention; Figure 8 This is another flowchart of a hybrid electric vehicle power control method according to one embodiment of the present invention; Figure 9 This is another flowchart of a hybrid electric vehicle power control method according to one embodiment of the present invention; Figure 10 This is a schematic diagram of four battery operating modes in one embodiment of the present invention; Figure 11This is a schematic diagram of a distance threshold comparison MAP in one embodiment of the present invention; Figure 12 This is a schematic diagram of the basic SOC calibration MAP corresponding to the bias charge working mode in one embodiment of the present invention; Figure 13 This is a schematic diagram of the basic SOC calibration MAP corresponding to the bias operation mode in one embodiment of the present invention; Figure 14 This is a schematic diagram of the correction value calibration MAP in one embodiment of the present invention; Figure 15 This is a schematic diagram of a basic demand torque MAP in one embodiment of the present invention; Figure 16 This is a schematic diagram of torque coefficient calibration (MAP) in one embodiment of the present invention. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] The hybrid electric vehicle power control method provided in this embodiment of the invention can be applied to, for example... Figure 1 The hybrid electric vehicle power control system shown includes a vehicle control unit (VCU), a multimedia host (AVNT), a battery management system (BMS), an air conditioning system controller (ECP), a communication module, an engine control unit (ECU), a transmission control unit (TUC), an electric motor control unit (MCU), and a generator control unit (GCU).

[0019] The multimedia head unit (AVNT), connected to the vehicle controller, provides a user-configurable interface and transmits navigation road data and autonomous control information to the vehicle controller via a communication bus. Navigation road data includes, but is not limited to, road congestion information, road gradient information, road traffic information, and road environment information. Autonomous control information refers to user-defined control settings, such as temperature control and vehicle speed control. As an example, the user can input a target location through the AVNT to obtain navigation road data, including road congestion, road gradient, road traffic, and road environment information, based on the starting and destination locations, and then transmit this navigation road data to the vehicle controller via the communication bus.

[0020] The Battery Management System (BMS) is connected to the vehicle controller to monitor battery status data such as battery temperature, health status, and current SOC of the power battery, and sends the battery status data to the vehicle controller via the communication bus.

[0021] The air conditioning system controller (ECP) is connected to the vehicle controller. It receives the target control signal sent by the vehicle controller, controls the operation of the air conditioning system according to the target control signal, and collects air conditioning status data such as current ambient temperature, air conditioning current and air conditioning voltage in real time. It then sends the air conditioning status data to the vehicle controller through the communication bus.

[0022] The communication module, connected to the vehicle controller, is used to enable communication with external devices, specifically a 5G communication module.

[0023] The engine control unit (ECU) is connected to the vehicle controller. It receives the target control signal sent by the vehicle controller, controls the engine operation according to the target control signal, collects engine status data such as engine speed, actual engine torque and engine efficiency, and sends the engine status data to the vehicle controller through the communication bus.

[0024] The transmission control unit (TUC) is connected to the vehicle controller. It receives the target control signal sent by the vehicle controller, controls the operation of the transmission according to the target control signal, collects transmission status data such as transmission gear position, and sends the transmission status data to the vehicle controller through the communication bus.

[0025] The motor control unit (MCU) is connected to the vehicle controller. It receives the target control signal sent by the vehicle controller, controls the operation of the motor according to the target control signal, collects motor status data such as motor speed and actual motor torque, and sends the motor status data to the vehicle controller through the communication bus.

[0026] The generator control unit (GCU) is connected to the vehicle controller. It receives the target control signal sent by the vehicle controller, controls the generator to work according to the target control signal, collects generator status data such as generator speed and actual generator torque, and sends the generator status data to the vehicle controller through the communication bus.

[0027] The vehicle controller can receive navigation road data sent by the multimedia host (AVNT), battery status data sent by the battery management system (BMS), and air conditioning status data sent by the air conditioning system controller (ECP). It is used to adjust the vehicle control strategy, form a target control signal, and send the target control signal to the power execution components such as the engine control unit (ECU), electric motor control unit (MCU), and generator control unit (GCU) to control the operation of the power execution components.

[0028] In one embodiment, such as Figure 2 As shown, a hybrid electric vehicle power control method is provided. Taking the application of this hybrid electric vehicle power control method in a vehicle controller as an example, the hybrid electric vehicle power control method includes the following steps: S201: Obtain navigation road data and determine the current battery mode corresponding to the power battery based on the navigation road data.

[0029] S202: Obtain the current vehicle data, and based on the current vehicle data, query the SOC calibration MAP corresponding to the current battery mode to obtain the target SOC of the power battery.

[0030] S203: Obtain power demand data, and based on the power demand data and the battery target SOC, query the torque calibration MAP to obtain the target power torque.

[0031] S204: Control the operation of the power actuator corresponding to the target power torque according to the target power torque.

[0032] The navigation road data refers to the road data used to determine the distance between the starting point and the destination using navigation positioning technology. The starting point is the initial location entered by the user through the multimedia host for navigation positioning, or it can be the current location of the vehicle using GPS technology. The destination is the target location entered by the user through the multimedia host for navigation positioning. Navigation road data includes either average vehicle speed or current road gradient. Average vehicle speed refers to the average speed of vehicles traveling between the starting point and the destination. Current road gradient refers to the gradient of a specific road segment starting from the starting point.

[0033] Among them, the current battery mode refers to navigation road data, which determines the battery operating mode that the power battery should enter in the next moment. For example... Figure 10As shown, the battery operating mode reflects changes in the target SOC of the power battery and the corresponding engine SOC range. The engine SOC range refers to the range between the lower limit of the engine start-up SOC and the upper limit of the engine stop SOC. In this example, the current battery mode can be any of the following: biased charging mode, balanced mode, biased discharging mode, and open mode. Biased charging mode refers to a mode where the target SOC of the power battery and the corresponding engine SOC range are close to the upper limit of the battery SOC. Balanced mode refers to a mode where the target SOC of the power battery and the corresponding engine SOC range are close to the median of the battery SOC. Biased discharging mode refers to a mode where the target SOC of the power battery and the corresponding engine SOC range are close to the lower limit of the battery SOC. Open mode refers to a mode where the upper and lower limits of the power battery SOC are open, making the lower limit of the engine start-up SOC close to the lower limit of the battery SOC, the upper limit of the engine stop SOC close to the upper limit of the battery SOC, and the target SOC of the power battery close to the median of the battery SOC, thus reducing the number of engine start-stop cycles.

[0034] As an example, in step S201, the vehicle controller can receive navigation road data sent by the multimedia host. That is, after the vehicle is powered on, the user can operate the multimedia host to input the target location, so that navigation can be performed based on the located starting and target locations. This allows the multimedia host to acquire navigation road data and send it to the vehicle controller via the communication bus at fixed intervals. After receiving the navigation road data, the vehicle controller can extract the average vehicle speed or the current road gradient from the data. Based on this, it can determine the current battery mode corresponding to the power battery, thus associating the current battery mode with the navigation road data. This allows the hybrid vehicle's power control process to automatically adjust according to actual road conditions, reducing fuel consumption during actual driving.

[0035] Among them, the vehicle current data is real-time collected data reflecting the vehicle's current state, including but not limited to data affecting the determination of the battery target SOC. The SOC calibration MAP is a pre-calibrated map reflecting the mapping relationship between the vehicle current data and the battery target SOC, such as... Figure 12 and Figure 13 As shown.

[0036] As an example, in step S202, the vehicle controller can receive current vehicle data from the multimedia host, battery management system, air conditioning system controller, or on-board sensors that affects the determination of the battery target SOC, ensuring the real-time validity of the current vehicle data. Next, the vehicle controller can use the current vehicle data to query the SOC calibration MAP corresponding to the current battery mode, quickly determining the target SOC of the power battery. Understandably, the SOC calibration MAP is different for each battery operating mode. When determining the current battery mode based on navigation road data, querying the corresponding SOC calibration MAP using the current vehicle data yields a more accurate target SOC, ensuring that the target SOC matches the actual vehicle and road conditions. This guarantees that the hybrid vehicle's power control process can automatically adjust based on actual vehicle and road conditions, reducing fuel consumption in actual driving conditions.

[0037] The power demand data is collected in real time to calculate and determine the torque required by the power-driven components. As an example, power demand data includes, but is not limited to, half-shaft torque demand, current vehicle speed, and engine efficiency. Half-shaft torque demand refers to the torque required by the half-shaft (drive shaft). Current vehicle speed refers to the speed required for a hybrid vehicle. Engine efficiency refers to the efficiency of the engine's operation. The torque calibration map (MAP) is a pre-calibrated map that reflects the mapping relationship between power demand data and the target battery state of charge (SOC).

[0038] As an example, in step S203, the vehicle controller can acquire power demand data in real time. Based on the power demand data and the battery target SOC, it queries a pre-calibrated torque calibration MAP to quickly determine the target power torque. Understandably, because the battery target SOC matches the actual road conditions, the target power torque obtained based on the power demand data and battery target SOC also matches the actual road conditions. This ensures that the power control process of the hybrid vehicle can automatically adjust according to the actual vehicle and road conditions, reducing fuel consumption under actual driving conditions. In this example, the target power torque includes the engine target torque, the generator target torque, and the electric motor target torque. The engine target torque is the torque used to control the engine's operation. The generator target torque is the torque used to control the generator's operation. The electric motor target torque is the torque used to control the electric motor's operation.

[0039] Furthermore, in step S203, the vehicle controller can query the torque calibration MAP corresponding to the current battery mode based on the power demand data and the battery target SOC, thus quickly and accurately obtaining the target power torque. Understandably, the torque calibration MAP corresponding to each battery operating mode is different. When determining the current battery mode based on navigation road data, using the torque calibration MAP corresponding to the current battery mode can obtain a more accurate target power torque, ensuring that the target power torque matches the actual road conditions. This guarantees that the power control process of the hybrid vehicle can automatically adjust based on the actual vehicle and road conditions, reducing fuel consumption in actual driving conditions.

[0040] As an example, in step S204, the vehicle controller can control the operation of the power actuators corresponding to the target power torque, which are the engine, generator, and electric motor. Specifically, the vehicle controller can control the engine to operate through the engine control unit based on the target engine torque, control the generator to operate through the generator control unit based on the target generator torque, and control the electric motor to operate through the electric motor control unit based on the target electric motor torque. Since the target power torque matches the actual road conditions, the control of the corresponding power actuators based on the target power torque can be automatically adjusted according to the actual road conditions, thereby reducing fuel consumption under actual driving conditions.

[0041] In the hybrid electric vehicle power control method provided in this embodiment, the current battery mode of the power battery is determined based on real-time acquired navigation road data, so that the current battery mode matches the actual road conditions; then, based on the current vehicle data, the SOC calibration MAP corresponding to the current battery mode is queried to obtain the target SOC of the battery, so that the target SOC of the battery matches the actual vehicle conditions and the actual road conditions; then, the target power torque is determined based on the power demand data and the target battery SOC, and the corresponding power execution components are controlled to work according to the target power torque, thereby ensuring that the power control process of the hybrid electric vehicle can be automatically adjusted according to the actual vehicle conditions and the actual road conditions, reducing fuel consumption under actual driving conditions.

[0042] In one embodiment, such as Figure 3 As shown, navigation road data is acquired, and the current battery mode corresponding to the power battery is determined based on the navigation road data, including: S301: Obtain battery status data, which includes the battery rated capacity and battery available window.

[0043] S302: Determine the available battery capacity based on the battery's rated capacity and the battery's available window.

[0044] S303: Based on the available battery capacity, query the distance threshold reference MAP to obtain the target distance threshold.

[0045] S304: Obtain navigation road data based on the target distance threshold, and determine the current battery mode corresponding to the power battery based on the navigation road data.

[0046] Battery status data reflects the current state of the power battery. This data includes, but is not limited to, rated battery capacity, battery availability window, and current state of charge (SOC). Rated battery capacity is the maximum electrical capacity of the power battery installed in a hybrid electric vehicle. The battery availability window refers to the percentage of the power battery's capacity that can be used during operation; for example, the availability window for a particular power battery model can be any value between 15% and 95%.

[0047] As an example, in step S301, the vehicle controller can receive battery status data sent by the battery management system, extract the battery rated capacity and battery available window from the battery status data, and use the battery rated capacity and battery available window to determine the target distance threshold, so that the target distance threshold is associated with the power battery it is equipped with, thereby realizing the adaptive adjustment of the target distance threshold determination, matching it with the actual driving conditions, which helps to reduce fuel consumption under actual driving conditions.

[0048] As an example, in step S302, the vehicle controller can calculate and determine the available battery capacity based on the battery's rated capacity and the battery's available window. Specifically, the available battery capacity is determined by multiplying the battery's rated capacity by the battery's available window. In this example, the available battery capacity reflects the current usable capacity of the power battery.

[0049] Among them, the distance threshold reference MAP is a pre-calibrated MAP map that reflects the mapping relationship between the battery's available capacity and the target distance threshold, such as... Figure 11 As shown.

[0050] As an example, in step S303, the vehicle controller can use the available battery capacity to query a pre-configured distance threshold reference MAP to obtain a target distance threshold that matches the available battery capacity. Understandably, by using the available battery capacity to query the pre-configured distance threshold reference MAP, the target distance threshold can be quickly determined and adapted to the available battery capacity, achieving adaptive adjustment of the target distance threshold to match actual driving conditions and helping to reduce fuel consumption under actual driving conditions.

[0051] In this example, the target distance threshold can be understood as the battery capacity that has a mapping relationship with the available battery capacity in the distance threshold mapping MAP. For example, the target distance threshold may include a short distance threshold and a long distance threshold, where the short distance threshold is used to evaluate the distance of a short road segment starting from the vehicle's current position, and the long distance threshold is used to evaluate the distance of a long road segment starting from the vehicle's current position. Alternatively, the target distance threshold may also include a gradient distance threshold, which is used to evaluate the distance from the vehicle's current position where a gradient measurement is required.

[0052] As an example, in step S304, the vehicle controller can collect navigation road data corresponding to the target distance threshold, and determine the current battery mode corresponding to the power battery based on the navigation road data. For example, if the target distance threshold includes a short distance threshold and a long distance threshold, the vehicle controller extracts the average road speed corresponding to the short distance threshold and the long distance threshold from the navigation road data, so as to determine the current battery mode corresponding to the power battery based on the average road speed. As another example, if the target distance threshold includes a gradient distance threshold, the vehicle controller extracts the current road gradient corresponding to the gradient distance threshold from the navigation road data, so as to determine the current battery mode corresponding to the power battery based on the current road gradient. This ensures that the current battery mode is associated with the navigation road data, allowing the hybrid vehicle's power control process to automatically adjust according to actual road conditions, ensuring lower fuel consumption during actual driving.

[0053] In one embodiment, such as Figure 4 As shown, the target distance threshold includes a short distance threshold and a long distance threshold. Correspondingly, step S304, which involves acquiring navigation road data based on the target distance threshold and determining the current battery mode corresponding to the power battery based on the navigation road data, includes: S401: Based on the short-distance threshold and the long-distance threshold, determine the short-distance road segment and the long-distance road segment, and obtain the short-distance average vehicle speed corresponding to the short-distance road segment and the long-distance average vehicle speed corresponding to the long-distance road segment.

[0054] S402: If the average vehicle speed over a short distance is greater than the target vehicle speed threshold, and the average vehicle speed over a long distance is not greater than the target vehicle speed threshold, then the bias charging working mode will be determined as the current battery mode corresponding to the power battery.

[0055] S403: If the average vehicle speed over a short distance is greater than the target vehicle speed threshold, and the average vehicle speed over a long distance is also greater than the target vehicle speed threshold, then the balanced operating mode will be determined as the current battery mode corresponding to the power battery.

[0056] S404: If the average vehicle speed over a short distance is not greater than the target vehicle speed threshold, and the average vehicle speed over a long distance is greater than the target vehicle speed threshold, then the bias discharge working mode will be determined as the current battery mode corresponding to the power battery.

[0057] S405: If the average vehicle speed over short distances is not greater than the target vehicle speed threshold, and the average vehicle speed over long distances is not greater than the target vehicle speed threshold, then the open working mode will be determined as the current battery mode corresponding to the power battery.

[0058] The target distance threshold includes a short distance threshold and a long distance threshold. The short distance threshold is used to evaluate the distance of a short road segment starting from the vehicle's current position, and the long distance threshold is used to evaluate the distance of a long road segment starting from the vehicle's current position.

[0059] As an example, in step S401, the vehicle controller can determine the corresponding short-distance road segment and long-distance road segment, starting from the vehicle's current position, based on short-distance and long-distance thresholds. Here, a short-distance road segment is a road segment whose distance from the vehicle's current position reaches the short-distance threshold. Correspondingly, a short-distance road segment is a road segment whose distance from the vehicle's current position is between the short-distance threshold and the long-distance threshold. Next, the vehicle controller can obtain the short-distance average vehicle speed corresponding to the short-distance road segment and the long-distance average vehicle speed corresponding to the long-distance road segment. Specifically, it can obtain navigation road data such as the short-distance average vehicle speed and the long-distance average vehicle speed through the multimedia host, and compare the short-distance average vehicle speed and the long-distance average vehicle speed with the preset target speed thresholds to determine the current battery mode of the power battery.

[0060] As an example, in step S402, the vehicle controller compares the short-distance average vehicle speed and the long-distance average vehicle speed with the target vehicle speed threshold. If the short-distance average vehicle speed is greater than the target vehicle speed threshold, and the long-distance average vehicle speed is not greater than the target vehicle speed threshold, then the biased charging mode is determined as the current battery mode corresponding to the power battery. Figure 10 As shown in (a), at this time, the vehicle controller needs to control the target SOC of the power battery to move upward, so that the power execution components such as the engine, motor and generator work in the bias charging mode. At this time, the target SOC of the battery and its corresponding engine SOC range are close to the upper limit of the battery SOC, so that the power control process can be automatically adjusted according to the actual road speed conditions to reduce fuel consumption in actual driving conditions.

[0061] As an example, in step S403, the vehicle controller compares the short-distance average vehicle speed and the long-distance average vehicle speed with the target vehicle speed threshold. If both the short-distance average vehicle speed and the long-distance average vehicle speed are greater than the target vehicle speed threshold, then the balanced operating mode is determined as the current battery mode corresponding to the power battery. Figure 10As shown in (b), at this time, the vehicle controller needs to control the target SOC of the power battery to maintain the target SOC of the previous battery working mode, so that the power execution components such as the engine, motor and generator can work in a balanced working mode. At this time, the target SOC of the battery and its corresponding engine SOC range are close to the median value of the battery SOC, so that the power control process can be automatically adjusted according to the actual road speed conditions to reduce fuel consumption in actual driving conditions.

[0062] As an example, in step S404, the vehicle controller compares the short-distance average vehicle speed and the long-distance average vehicle speed with the target vehicle speed threshold. If the short-distance average vehicle speed is not greater than the target vehicle speed threshold, and the long-distance average vehicle speed is greater than the target vehicle speed threshold, then the bias discharge operating mode is determined as the current battery mode corresponding to the power battery. Figure 10 As shown in (c), at this time, the vehicle controller needs to control the target SOC of the power battery to move down, so that the power execution components such as the engine, motor and generator work in the biased dissipation mode. At this time, the target SOC of the battery and its corresponding engine SOC range are close to the lower limit of the battery SOC, so that the power control process can be automatically adjusted according to the actual road speed conditions to reduce fuel consumption in actual driving conditions.

[0063] As an example, in step S405, the vehicle controller compares the short-distance average vehicle speed and the long-distance average vehicle speed with the target vehicle speed threshold. If the short-distance average vehicle speed is not greater than the target vehicle speed threshold, and the long-distance average vehicle speed is not greater than the target vehicle speed threshold, then the open operating mode is determined as the current battery mode corresponding to the power battery. Figure 10 As shown in (d), at this time, the vehicle controller needs to control the target SOC of the power battery to maintain the target SOC of the previous battery working mode, so that the power execution components such as the engine, motor and generator can work in an open working mode. At this time, the upper limit and lower limit of the power battery SOC are open, so that the lower limit of the engine start SOC is close to the lower limit of the battery SOC, the upper limit of the engine stop SOC is close to the upper limit of the battery SOC, and the target SOC of the power battery is close to the median value of the battery SOC. This working mode can reduce the number of engine starts and stops, so that the power control process can be automatically adjusted according to the actual road speed conditions, thereby reducing fuel consumption in actual driving conditions.

[0064] In one embodiment, such as Figure 5 As shown, the target distance threshold includes the slope distance threshold. Accordingly, step S304, which involves acquiring navigation road data based on the target distance threshold and determining the current battery mode corresponding to the power battery based on the navigation road data, includes: S501: Based on the slope distance threshold, determine the target slope segment and obtain the current slope direction and current slope angle corresponding to the target slope segment.

[0065] S502: If the current slope direction is uphill and the current slope angle is greater than the target angle threshold, then the offset working mode will be determined as the current battery mode corresponding to the power battery.

[0066] S503: If the current slope direction is downhill and the current slope angle is greater than the target angle threshold, then the bias charging working mode will be determined as the current battery mode corresponding to the power battery.

[0067] The target distance threshold includes a slope distance threshold, which is used to assess the distance required for slope measurement from the vehicle's current position. The target slope segment is the road segment whose distance from the vehicle's current position reaches the slope distance threshold. The current slope direction refers to the slope direction the vehicle faces while traveling on the target slope segment, specifically uphill or downhill. The current slope angle refers to the slope angle corresponding to the target slope segment. The target angle threshold is a pre-set threshold used to assess whether the slope of the target slope segment is gentle.

[0068] As an example, in step S501, the vehicle controller can determine the target slope segment based on the vehicle's current position and along the vehicle's driving direction, according to the slope distance threshold. Next, the vehicle controller can obtain the current slope direction and current slope angle corresponding to the target slope segment. Specifically, this can be obtained through the multimedia host or through onboard sensors installed on the hybrid vehicle. Then, the vehicle controller compares the current slope angle with the target angle threshold. If the current slope angle is greater than the target angle threshold, it indicates that the target slope segment may be an uphill or downhill segment. In this case, the current battery mode corresponding to the power battery needs to be determined based on the current slope direction. Conversely, if the current slope angle is not greater than the target angle threshold, it indicates that the target slope segment is relatively gentle and is neither an uphill nor a downhill segment.

[0069] As an example, in step S502, when the current slope direction is uphill and the current slope angle is greater than the target angle threshold, the vehicle controller determines the offset operating mode to be the current battery mode corresponding to the power battery. Figure 10 As shown in (a), at this time, the vehicle controller needs to control the target SOC of the power battery to move upward, so that the power execution components such as the engine, motor and generator work in the biased working mode. At this time, the range of the target SOC of the battery and its corresponding engine SOC is close to the upper limit of the battery SOC, so that the power control process can be automatically adjusted according to the actual road slope conditions to reduce fuel consumption in actual driving conditions.

[0070] As an example, in step S503, when the current slope direction is downhill and the current slope angle is greater than the target angle threshold, the vehicle controller determines the bias charging mode as the current battery mode corresponding to the power battery. Figure 10 As shown in (c), at this time, the vehicle controller needs to control the target SOC of the power battery to move down, so that the power execution components such as the engine, motor and generator work in the bias charging mode. At this time, the target SOC of the battery and its corresponding engine SOC range are close to the lower limit of the battery SOC, so that the power control process can be automatically adjusted according to the actual road slope conditions to reduce fuel consumption in actual driving conditions.

[0071] In one embodiment, the target distance threshold includes not only short distance and long distance thresholds, but also slope distance thresholds. Accordingly, step S304, which involves acquiring navigation road data based on the target distance threshold and determining the current battery mode corresponding to the power battery based on the navigation road data, includes: Based on short-distance and long-distance thresholds, short-distance and long-distance road segments are determined, and the average vehicle speed over short distance and long distance corresponding to the short-distance road segments are obtained; and based on the slope distance threshold, the target slope road segment is determined, and the current slope direction and current slope angle corresponding to the target slope road segment are obtained.

[0072] The process of determining short-distance and long-distance road segments based on short-distance and long-distance thresholds, and obtaining the short-distance average vehicle speed corresponding to the short-distance road segment and the long-distance average vehicle speed corresponding to the long-distance road segment, is the same as step S401, and will not be described in detail here to avoid repetition. Correspondingly, the process of determining the target slope road segment based on the slope distance threshold, and obtaining the current slope direction and current slope angle corresponding to the target slope road segment, is the same as step S501, and will not be described in detail here to avoid repetition.

[0073] The current battery mode corresponding to the power battery is determined based on the average vehicle speed over short and long distances.

[0074] The process of determining the current battery mode of the power battery based on the short-distance average vehicle speed and the long-distance average vehicle speed is the same as steps S402-S405. To avoid repetition, it will not be described in detail here.

[0075] Based on the current slope direction and current slope angle, the current battery mode corresponding to the power battery determined in (2) is corrected to obtain the corrected current battery mode corresponding to the power battery.

[0076] As an example, after determining the current battery mode corresponding to the power battery based on the short-distance average vehicle speed and the long-distance average vehicle speed, the vehicle controller can also correct the determined current battery mode corresponding to the power battery based on the current slope direction and the current slope angle to obtain a corrected current battery mode. Specifically, after determining the current battery mode corresponding to the power battery, if the current slope direction is uphill and the current slope angle is greater than the target angle threshold, the target SOC of the battery in the current battery mode corresponding to the power battery is adjusted upward; if the current slope direction is downhill and the current slope angle is greater than the target angle threshold, the target SOC of the battery in the current battery mode corresponding to the power battery is adjusted downward, so as to ensure that the power battery control process can automatically adjust based on the actual road speed and the actual road slope, thereby reducing fuel consumption under actual driving conditions.

[0077] In one embodiment, such as Figure 6 As shown, step S202 involves acquiring the current vehicle data, querying the SOC calibration MAP corresponding to the current battery mode based on the current vehicle data, and obtaining the target SOC of the power battery, including: S601: Obtain current vehicle data, including the vehicle's expected speed and the average power of the accessories.

[0078] S602: Based on the expected vehicle speed, query the basic SOC calibration MAP corresponding to the current battery mode to obtain the basic SOC of the power battery.

[0079] S603: Based on the vehicle's expected speed and the average power of the accessories, query the calibration MAP corresponding to the current battery mode to obtain the SOC correction value.

[0080] S604: Obtain the target SOC of the power battery based on the base SOC and SOC correction value of the power battery.

[0081] The expected vehicle speed is the future speed of the vehicle determined based on navigation road data, and can specifically be the short-distance average speed and the long-distance average speed. The average power of accessories is the average power of the onboard accessories in the hybrid vehicle, for example, the average power of the air conditioning system controller (ECP).

[0082] As an example, in step S601, the vehicle controller acquires the current vehicle data, specifically the navigation road data sent by the multimedia host and the air conditioning status data sent by the air conditioning system controller. It extracts the expected vehicle speed from the navigation road data, i.e., the short-distance average speed and the long-distance average speed, and extracts the average power of accessories from the air conditioning status data. Based on the expected vehicle speed and the average power of accessories, it dynamically adjusts the acquired target battery SOC to ensure the real-time accuracy of the target battery SOC and match it with the actual driving conditions. This allows the power control process of the hybrid vehicle to be automatically adjusted according to the actual road conditions, reducing fuel consumption in actual driving conditions.

[0083] Among them, the basic SOC calibration MAP is a pre-calibrated MAP diagram that reflects the mapping relationship between the vehicle's expected speed and the battery's basic SOC, such as... Figure 12 and Figure 13 As shown. The battery base SOC refers to the SOC determined by querying the base SOC calibration MAP based on the vehicle's expected speed; it is the uncorrected SOC.

[0084] As an example, in step S602, the vehicle controller can query the basic SOC calibration MAP corresponding to the current battery mode based on the vehicle's expected speed, i.e., based on the short-distance average speed and the long-distance average speed, to quickly obtain the basic SOC of the power battery. Understandably, the basic SOC calibration MAP corresponding to each battery operating mode is different. After determining the current battery mode based on navigation road data, using the basic SOC calibration MAP corresponding to the current battery mode can obtain a battery basic SOC that more closely matches actual driving conditions.

[0085] Among them, the correction value calibration MAP is a pre-calibrated MAP that reflects the mapping relationship between the combination of the vehicle's expected speed and the average power of the accessories, and the SOC correction value, such as... Figure 14 As shown. The SOC correction value is a value determined by querying the correction value calibration MAP based on the vehicle's expected speed and the average power of the accessories. It is a value used to correct the battery's basic SOC.

[0086] As an example, in step S603, the vehicle controller can query the calibration MAP corresponding to the current battery mode based on the expected vehicle speed and the average power of accessories, specifically the long-distance average speed and the average power of accessories, to quickly obtain the corresponding SOC correction value. Understandably, the calibration MAP corresponding to each battery operating mode is different. After determining the current battery mode based on navigation road data, using the calibration MAP corresponding to the current battery mode can obtain a SOC correction value that better reflects actual driving conditions.

[0087] As an example, in step S604, the vehicle controller can use the acquired SOC correction value to correct the battery's base SOC. Specifically, it can use the SOC correction value to increase the battery's base SOC to obtain the battery's target SOC, which is the sum of the battery's base SOC and the SOC correction value. Understandably, correcting the battery's base SOC using the SOC correction value allows the battery's target SOC to be correlated with navigation road data and the vehicle's current data, making the battery's target SOC more closely match actual driving conditions. This enables the hybrid vehicle's power control process to automatically adjust based on actual driving conditions, reducing fuel consumption during actual driving.

[0088] In one embodiment, such as Figure 7 As shown, in step S203, based on the power demand data and the battery target SOC, the torque calibration MAP is queried to obtain the target power torque, including: S701: Based on the power demand data and the target battery SOC, query the engine torque calibration MAP to obtain the engine target torque.

[0089] S702: Based on the engine target torque, query the torque relationship mapping MAP to obtain the generator target torque.

[0090] S703: Obtain the target torque of the electric motor based on power demand data and engine target torque.

[0091] Power demand data is used to calculate the torque required for power-driven components to operate. In this example, power demand data includes, but is not limited to, half-shaft torque demand, current vehicle speed, and engine efficiency.

[0092] Among them, the engine torque calibration MAP is a type of torque calibration MAP, which is a MAP diagram used to reflect the mapping relationship between power demand data and engine target torque.

[0093] As an example, in step S701, the vehicle controller, based on power demand data such as half-shaft torque requirement, current vehicle speed, and engine efficiency, uses the power demand data and the battery target SOC to query a pre-calibrated engine torque calibration MAP, thus quickly and accurately obtaining the engine target torque. Understandably, since the battery target SOC matches the actual vehicle and road conditions, the engine target torque determined based on the power demand data and battery target SOC also matches the actual vehicle and road conditions. This allows the engine to automatically adjust its operation according to the actual vehicle and road conditions during the engine target torque control process, ensuring low fuel consumption control of the engine under actual driving conditions.

[0094] Among them, the torque relationship mapping MAP is a type of torque calibration MAP, which is a MAP diagram used to reflect the mapping relationship between the engine target torque and the generator target torque.

[0095] As an example, in step S702, the vehicle controller can query a pre-calibrated torque relationship mapping MAP based on the engine target torque to quickly obtain the generator target torque that follows the changes in the engine target torque. Understandably, because the engine target torque matches the actual vehicle and road conditions, the generator target torque also matches these conditions. This allows the generator to automatically adjust its operation based on the actual vehicle and road conditions during the control process, ensuring low fuel consumption control under actual driving conditions.

[0096] As an example, in step S702, the vehicle controller can quickly determine the target torque of the electric motor based on the power demand data and the engine target torque. Specifically, the target torque of the engine can be subtracted from the half-shaft demand torque in the power demand data, and the difference between the two can be determined as the target torque of the electric motor. Understandably, because the engine target torque matches the actual vehicle and road conditions, the target torque of the electric motor also matches the actual vehicle and road conditions. This allows the electric motor to be automatically adjusted according to the actual vehicle and road conditions during the control of its operation based on the target torque, ensuring low fuel consumption control of the electric motor under actual driving conditions.

[0097] In one embodiment, the power demand data includes half-shaft torque demand, current vehicle speed, current battery SOC, and engine efficiency; such as Figure 8 As shown, step S701, which involves querying the engine torque calibration MAP based on the power demand data and the battery target SOC, to obtain the engine target torque, includes: S801: Based on the half-shaft torque requirement and the vehicle's current speed, query the basic torque requirement MAP to obtain the engine's basic torque requirement.

[0098] S802: Based on the target SOC of the battery, the current SOC of the battery, and the engine efficiency, query the torque coefficient calibration MAP to obtain the engine torque coefficient.

[0099] S803: Obtain the target torque of the engine based on the engine's basic torque requirement and the engine torque coefficient.

[0100] Among them, the basic torque requirement MAP is a type of torque calibration MAP. It is a MAP diagram used to reflect the mapping relationship between the combination of half-shaft torque requirement and vehicle current speed, and the engine's basic torque requirement, such as... Figure 15As shown. The torque coefficient calibration MAP is a type of torque calibration MAP, which is a MAP table used to reflect the mapping relationship between the combination of SOC and engine efficiency and the corresponding engine torque coefficient.

[0101] As an example, in step S801, the vehicle controller can query the pre-calibrated basic torque requirement MAP based on the half-shaft torque requirement and the vehicle's current speed, and can quickly obtain the engine's basic torque requirement. The engine's basic torque requirement obtained here matches the actual situation of the vehicle.

[0102] As an example, in step S802, the vehicle controller can quickly obtain the engine torque coefficient by querying a pre-calibrated torque coefficient calibration MAP based on the target battery SOC, the current battery SOC, and the engine efficiency. Since the target battery SOC matches the actual vehicle and road conditions, and the current battery SOC and engine efficiency match the actual vehicle conditions, the obtained engine torque coefficient also matches the actual vehicle and road conditions.

[0103] As an example, in step S803, the vehicle controller can quickly obtain the engine target torque using the engine's basic required torque and engine torque coefficient. Specifically, the engine target torque is determined by multiplying the engine's basic required torque and engine torque coefficient. Since the engine's basic required torque matches the actual vehicle conditions, the engine torque coefficient matches both the actual vehicle conditions and the actual road conditions. By using the engine torque coefficient to correct the engine's basic required torque, the corrected engine target torque also matches the actual vehicle conditions and the actual road conditions. This allows the generator to automatically adjust its operation based on actual road conditions during the process of controlling the generator's operation according to the generator's target torque, ensuring low fuel consumption control under actual driving conditions.

[0104] In one embodiment, such as Figure 9 As shown, step S802, which involves querying the torque coefficient calibration MAP based on the battery target SOC, the current battery SOC, and the engine efficiency, to obtain the engine torque coefficient, includes: S901: Obtain the battery SOC difference based on the target SOC and the current SOC of the battery.

[0105] S902: Based on the battery SOC difference, query the torque coefficient calibration MAP to obtain the engine torque coefficient.

[0106] As an example, in step S901, the vehicle controller can calculate the difference between the target SOC and the current SOC of the battery to obtain the battery SOC difference, which is matched with the actual road conditions and the actual vehicle conditions.

[0107] As an example, in step S902, the vehicle controller can quickly obtain the engine torque coefficient by querying a pre-calibrated torque coefficient calibration MAP based on the acquired battery SOC difference. Specifically, the torque coefficient calibration MAP here reflects the mapping relationship between the battery SOC difference (target SOC and current SOC) and the engine torque coefficient. Figure 16 As shown.

[0108] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0109] In one embodiment, a vehicle controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the hybrid vehicle power control method described in the above embodiment. Figure 2 As shown in S201-S204, or Figures 3 to 9 As shown in the diagram, to avoid repetition, it will not be elaborated further here. The vehicle controller can determine the current battery mode based on real-time acquired navigation road data, ensuring the current battery mode matches the actual road conditions. Then, based on the current vehicle data, it queries the SOC calibration MAP corresponding to the current battery mode to obtain the target battery SOC, ensuring the target battery SOC matches the actual vehicle and road conditions. Next, based on the power demand data and the target battery SOC, it determines the target power torque and controls the corresponding power actuators to operate according to the target power torque. This ensures that the power control process of the hybrid vehicle can automatically adjust according to the actual vehicle and road conditions, reducing fuel consumption under actual driving conditions.

[0110] In one embodiment, a hybrid electric vehicle is provided, including the vehicle controller described in the above embodiments. The vehicle controller can determine the current battery mode of the power battery based on real-time acquired navigation road data, so that the current battery mode matches the actual road conditions. Then, based on the current vehicle data, it queries the SOC calibration MAP corresponding to the current battery mode to obtain the target SOC of the battery, so that the target SOC of the battery matches the actual vehicle conditions and the actual road conditions. Then, based on the power demand data and the target battery SOC, it determines the target power torque, and controls the corresponding power execution components to work according to the target power torque, thereby ensuring that the power control process of the hybrid electric vehicle can be automatically adjusted according to the actual vehicle conditions and the actual road conditions, reducing fuel consumption under actual driving conditions.

[0111] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0112] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0113] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A power control method for a hybrid electric vehicle, characterized in that, include: Acquire battery status data, which includes the battery rated capacity and battery available window; Based on the battery's rated capacity and the battery's available window, determine the battery's available capacity; based on the battery's available capacity, query the distance threshold reference MAP to obtain the target distance threshold; Based on the target distance threshold, obtain navigation road data, and determine the current battery mode corresponding to the power battery based on the navigation road data; Obtain the current vehicle data, and based on the current vehicle data, query the SOC calibration MAP corresponding to the current battery mode to obtain the target SOC of the power battery. Obtain power demand data, and based on the power demand data and the target SOC of the battery, query the torque calibration MAP to obtain the target power torque; Based on the target power torque, control the operation of the power actuation component corresponding to the target power torque.

2. The hybrid electric vehicle power control method as described in claim 1, characterized in that, The target distance threshold includes a short distance threshold and a long distance threshold; The step of obtaining navigation road data based on the target distance threshold and determining the current battery mode corresponding to the power battery based on the navigation road data includes: Based on the short distance threshold and the long distance threshold, short distance road segments and long distance road segments are determined, and the short distance average vehicle speed corresponding to the short distance road segment and the long distance average vehicle speed corresponding to the long distance road segment are obtained. If the short-distance average vehicle speed is greater than the target vehicle speed threshold, and the long-distance average vehicle speed is not greater than the target vehicle speed threshold, then the biased charging working mode is determined as the current battery mode corresponding to the power battery. If the short-distance average vehicle speed is greater than the target vehicle speed threshold, and the long-distance average vehicle speed is greater than the target vehicle speed threshold, then the balanced working mode is determined as the current battery mode corresponding to the power battery. If the short-distance average vehicle speed is not greater than the target vehicle speed threshold, and the long-distance average vehicle speed is greater than the target vehicle speed threshold, then the bias discharge working mode is determined as the current battery mode corresponding to the power battery. If the short-distance average vehicle speed is not greater than the target vehicle speed threshold, and the long-distance average vehicle speed is not greater than the target vehicle speed threshold, then the open working mode is determined as the current battery mode corresponding to the power battery. Among them, the biased charging mode refers to the working mode in which the target SOC of the power battery and the corresponding engine SOC range are close to the upper limit of the battery SOC; the balanced working mode refers to the working mode in which the target SOC of the power battery and the corresponding engine SOC range are close to the median of the battery SOC; the biased discharging mode refers to the working mode in which the target SOC of the power battery and the corresponding engine SOC range are close to the lower limit of the battery SOC; the open working mode refers to the working mode in which the upper and lower limits of the power battery SOC are open, so that the lower limit of the engine starting SOC is close to the lower limit of the battery SOC, the upper limit of the engine stopping SOC is close to the upper limit of the battery SOC, and the target SOC of the power battery is close to the median of the battery SOC; the engine SOC range refers to the range between the lower limit of the engine starting SOC and the upper limit of the engine stopping SOC.

3. The hybrid electric vehicle power control method as described in claim 1, characterized in that, The target distance threshold includes the slope distance threshold; The step of obtaining navigation road data based on the target distance threshold and determining the current battery mode corresponding to the power battery based on the navigation road data includes: Based on the slope distance threshold, the target slope segment is determined, and the current slope direction and current slope angle corresponding to the target slope segment are obtained; If the current slope direction is uphill and the current slope angle is greater than the target angle threshold, then the offset working mode is determined as the current battery mode corresponding to the power battery. If the current slope direction is downhill and the current slope angle is greater than the target angle threshold, then the bias charging working mode is determined as the current battery mode corresponding to the power battery.

4. The hybrid electric vehicle power control method as described in claim 1, characterized in that, The step of acquiring current vehicle data, querying the SOC calibration MAP corresponding to the current battery mode based on the current vehicle data, and obtaining the target SOC of the power battery includes: Acquire current vehicle data, including the vehicle's expected speed and the average power of its accessories; Based on the expected vehicle speed, query the basic SOC calibration MAP corresponding to the current battery mode to obtain the basic SOC of the power battery. Based on the expected vehicle speed and the average power of the accessories, query the correction value calibration MAP corresponding to the current battery mode to obtain the SOC correction value; Based on the base SOC of the power battery and the SOC correction value, the target SOC of the power battery is obtained.

5. The hybrid electric vehicle power control method as described in claim 1, characterized in that, The step of querying the torque calibration MAP and obtaining the target power torque based on the power demand data and the target battery SOC includes: Based on the power demand data and the target battery SOC, query the engine torque calibration MAP to obtain the engine target torque; Based on the engine target torque, query the torque relationship mapping MAP to obtain the generator target torque; Based on the power demand data and the engine target torque, the electric motor target torque is obtained.

6. The hybrid electric vehicle power control method as described in claim 5, characterized in that, The power demand data includes half-shaft torque demand, vehicle current speed, battery current SOC, and engine efficiency. The step of querying the engine torque calibration MAP and obtaining the engine target torque based on the power demand data and the battery target SOC includes: Based on the required torque of the half-shaft and the current vehicle speed, query the basic required torque MAP to obtain the basic required torque of the engine. Based on the target SOC of the battery, the current SOC of the battery, and the engine efficiency, query the torque coefficient calibration MAP to obtain the engine torque coefficient; The target torque of the engine is obtained based on the engine's basic required torque and the engine torque coefficient.

7. The hybrid electric vehicle power control method as described in claim 6, characterized in that, The step of querying the torque coefficient calibration MAP based on the battery target SOC, the battery current SOC, and the engine efficiency to obtain the engine torque coefficient includes: Based on the target SOC of the battery and the current SOC of the battery, obtain the battery SOC difference; Based on the battery SOC difference, the engine torque coefficient is obtained by querying the torque coefficient calibration MAP.

8. A vehicle controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the hybrid vehicle power control method as described in any one of claims 1 to 7.

9. A hybrid electric vehicle, characterized in that, Includes the vehicle controller as described in claim 8.

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